Electronic control shock absorber control method and device, vehicle and computer readable storage medium

Abstract

The invention provides an electric control shock absorber control method and device, a vehicle and a computer readable storage medium, and relates to the technical field of vehicle control. The method comprises the steps that for an electric control shock absorber corresponding to each wheel, expected damping force needing to be generated by the electric control shock absorber is determined; according to the expected damping force and the actual driving mileage of the vehicle, compensation is conducted on control current of the electric control shock absorber, and compensation control current is obtained; and the compensation control current is adopted to control the electric control shock absorber to work, so that the actual damping force generated by the electric control shock absorber reaches the expected damping force. The control current of the electric control shock absorber can be compensated, so that the problem of damping force reduction caused by performance attenuation of the electric control shock absorber is compensated, the vibration attenuation effect is guaranteed, and the running stability of a vehicle is kept.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and more specifically, to an electronically controlled shock absorber control method, device, vehicle, and computer-readable storage medium in the field of vehicle control technology. Background Art

[0002] Electronically controlled shock absorbers mitigate the jolting of vehicles on uneven roads, thereby improving vehicle handling stability. However, as vehicle mileage increases, the performance of the components within the electronically controlled shock absorber degrades. Under the same control parameters, the damping force of the electronically controlled shock absorber decreases, resulting in poor vibration attenuation and difficulty maintaining vehicle stability on bumpy roads. Summary of the Invention

[0003] The present application provides an electronically controlled shock absorber control method, device, vehicle, and computer-readable storage medium. The present application compensates for the reduction in damping force caused by the performance degradation of the electronically controlled shock absorber by compensating the control current of the electronically controlled shock absorber, thereby ensuring the vibration attenuation effect and maintaining the smoothness of vehicle driving.

[0004] In a first aspect, a method for controlling an electronically controlled shock absorber is provided, which is applied to a vehicle, wherein each wheel of the vehicle corresponds to an electronically controlled shock absorber. The method comprises: determining, for each electronically controlled shock absorber corresponding to the wheel, a desired damping force that the electronically controlled shock absorber needs to generate; compensating a control current of the electronically controlled shock absorber based on the desired damping force and the actual mileage of the vehicle to obtain a compensated control current; and controlling the operation of the electronically controlled shock absorber using the compensated control current so that the actual damping force generated by the electronically controlled shock absorber reaches the desired damping force.

[0005] In the above-mentioned technical solution, the embodiment of the present application determines the desired damping force that each wheel's corresponding electronically controlled shock absorber needs to generate. Based on the desired damping force and the actual mileage of the vehicle, the control current of each wheel's corresponding electronically controlled shock absorber is compensated to obtain a compensation control current. The compensation control current is used to control the operation of each wheel's corresponding electronically controlled shock absorber so that the actual damping force generated by each wheel's electronically controlled shock absorber reaches the desired damping force. This technical solution can compensate for the reduction in damping force caused by performance degradation of the electronically controlled shock absorber during vehicle driving by compensating the control current of each wheel's electronically controlled shock absorber, thereby ensuring vibration attenuation. When the vehicle traverses uneven roads, the vehicle can travel stably on the uneven road, reducing the bumpy feeling of the road and ensuring smooth vehicle control by the user, thereby maintaining vehicle driving stability.

[0006] In combination with the first aspect, in certain possible implementations, determining the expected damping force that the electronically controlled shock absorber needs to generate includes: obtaining a target control current for controlling the electronically controlled shock absorber, a movement speed of the electronically controlled shock absorber, and a first preset relationship corresponding to the target control current; wherein the first preset relationship is a correlation relationship between damping force and speed; obtaining a speed that is the same as the movement speed in the first preset relationship; and determining the expected damping force based on the damping force corresponding to the speed that is the same as the movement speed.

[0007] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining the expected damping force based on the damping force corresponding to the speed same as the movement speed includes: obtaining the target control current and the damping force interval corresponding to the movement speed; when the damping force corresponding to the speed same as the movement speed is within the damping force interval, determining the damping force corresponding to the speed same as the movement speed as the expected damping force.

[0008] In combination with the first aspect and the above-mentioned implementation manner, in certain possible implementation manners, compensating the control current of the electronically controlled shock absorber based on the expected damping force and the actual mileage of the vehicle to obtain the compensated control current includes: obtaining a second preset relationship; wherein the second preset relationship is a correspondence between the damping force, the speed, and the current; determining an attenuation coefficient for characterizing the damping force generated by the electronically controlled shock absorber based on the actual mileage; and determining the compensated control current based on the attenuation coefficient, the second preset relationship, the expected damping force, and the movement speed.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining the compensation control current based on the attenuation coefficient, the second preset relationship, the expected damping force, and the movement speed includes: updating the second preset relationship based on the attenuation coefficient to obtain a third preset relationship; determining the compensation control current based on the expected damping force, the movement speed and the third preset relationship.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, updating the second preset relationship according to the attenuation coefficient to obtain the third preset relationship includes: multiplying the attenuation coefficient with each damping force in the second preset relationship to obtain the product of the each damping force; for each product, taking the damping force in the second preset relationship that is the same as the product as the target damping force; associating the product with the speed and current corresponding to the target damping force in the second preset relationship to obtain the third preset relationship.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining the attenuation coefficient used to characterize the damping force generated by the electronically controlled shock absorber based on the actual mileage includes: obtaining a fourth preset relationship; wherein the fourth preset relationship is a correspondence between a preset attenuation coefficient and mileage; and determining the preset attenuation coefficient corresponding to the mileage that is the same as the actual mileage in the fourth preset relationship as the attenuation coefficient.

[0012] In a second aspect, an electronically controlled shock absorber control device is provided, which is configured on a vehicle, wherein each wheel of the vehicle corresponds to an electronically controlled shock absorber; the electronically controlled shock absorber control device comprises:

[0013] a determination module, configured to determine, for each wheel, an expected damping force that the electronically controlled shock absorber needs to generate;

[0014] a compensation module, configured to compensate a control current of the electronically controlled shock absorber according to the desired damping force and the actual mileage of the vehicle to obtain a compensated control current;

[0015] A control module is configured to control the operation of the electronically controlled shock absorber by using the compensation control current so that the actual damping force generated by the electronically controlled shock absorber reaches the desired damping force.

[0016] In conjunction with the second aspect, in some possible implementations, the determining module includes:

[0017] a first acquiring unit, configured to acquire a target control current for controlling the electronically controlled shock absorber, a movement speed of the electronically controlled shock absorber, and a first preset relationship corresponding to the target control current; wherein the first preset relationship is a correlation relationship between damping force and speed;

[0018] a first query unit, configured to obtain a speed in the first preset relationship that is the same as the movement speed;

[0019] The first determining unit is configured to determine the expected damping force according to a damping force corresponding to a speed that is the same as the movement speed.

[0020] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the first determination unit is specifically used to obtain the damping force range corresponding to the target control current and the movement speed; when the damping force corresponding to the speed same as the movement speed is in the damping force range, the damping force corresponding to the speed same as the movement speed is determined as the expected damping force.

[0021] In combination with the second aspect and the above implementations, in some possible implementations, the compensation module includes:

[0022] A second acquiring unit is configured to acquire a second preset relationship; wherein the second preset relationship is a correspondence between the damping force, the speed, and the current;

[0023] a second query unit, configured to determine, based on the actual mileage, an attenuation coefficient for characterizing a damping force generated by the electronically controlled shock absorber;

[0024] The second determining unit is configured to determine the compensation control current according to the attenuation coefficient, the second preset relationship, the expected damping force, and the movement speed.

[0025] In combination with the second aspect and the foregoing implementations, in some possible implementations, the second determining unit includes:

[0026] an updating subunit, configured to update the second preset relationship according to the attenuation coefficient to obtain a third preset relationship;

[0027] The determination subunit is configured to determine the compensation control current according to the desired damping force, the movement speed and the third preset relationship.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the updating subunit is specifically used to multiply the attenuation coefficient with each damping force in the second preset relationship to obtain the product of the each damping force; for each product, the damping force in the second preset relationship that is the same as the product is used as the target damping force; the product is associated with the speed and current corresponding to the target damping force in the second preset relationship to obtain the third preset relationship.

[0029] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the second query unit is specifically used to obtain a fourth preset relationship; wherein the fourth preset relationship is a correspondence between a preset attenuation coefficient and mileage; and the preset attenuation coefficient corresponding to the mileage that is the same as the actual mileage in the fourth preset relationship is determined as the attenuation coefficient.

[0030] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the electronically controlled shock absorber control method of the first aspect or any possible implementation of the first aspect.

[0031] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the electronically controlled shock absorber control method of the first aspect or any possible implementation of the first aspect.

[0032] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the electronically controlled shock absorber control method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 A schematic flow chart of a method for controlling an electronically controlled shock absorber provided in an embodiment of the present application is shown;

[0034] Figure 2 shows a schematic structural diagram of an electronically controlled shock absorber;

[0035] Figure 3 A schematic diagram showing a damping force curve under the design state provided by this application is shown;

[0036] Figure 4 A schematic diagram showing a fourth preset relationship provided by the present application is shown;

[0037] Figure 5 A schematic diagram showing a vehicle traveling on a bumpy road surface is shown;

[0038] Figure 6 A schematic diagram showing a vehicle traveling on an undulating road surface;

[0039] Figure 7 A two-dimensional model diagram of an undulating road surface is shown;

[0040] Figure 8 The verification data of the vehicle driving on the bumpy road is shown;

[0041] Figure 9 The verification data of the vehicle driving on the undulating road surface is shown;

[0042] Figure 10 A schematic structural diagram of an electronically controlled shock absorber control device provided in an embodiment of the present application is shown;

[0043] Figure 11 A structural schematic diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0044] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0045] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0046] The following is an embodiment of a method for controlling an electronically controlled shock absorber provided in an embodiment of the present application.

[0047] Figure 1 FIG. 1 shows a schematic flow chart of a method for controlling an electronically controlled shock absorber provided in an embodiment of the present application, as shown in FIG. Figure 1 As shown, the electronically controlled shock absorber control method provided in the embodiment of the present application is applied to a vehicle, and each wheel of the vehicle corresponds to an electronically controlled shock absorber. For example, the vehicle includes 4 wheels, that is, each of the 4 wheels corresponds to an electronically controlled shock absorber, that is, there are 4 electronically controlled shock absorbers. Figure 2 As shown, Figure 2 The schematic diagram of the electronically controlled shock absorber is shown. The electronically controlled shock absorber includes a solenoid valve. By controlling the input current of the solenoid valve, the valve core position can be changed, thereby adjusting the size of the oil circuit orifice. After the oil circuit orifice size is adjusted, the pressure drop can be controlled, thereby achieving variable damping force adjustment of the electronically controlled shock absorber. The control current mentioned below refers to the input current of the solenoid valve.

[0048] The electronically controlled shock absorber control method includes the following schemes:

[0049] S110: For the electronically controlled shock absorber corresponding to each wheel, determine the expected damping force that the electronically controlled shock absorber needs to generate.

[0050] In an exemplary embodiment, since each wheel of the vehicle corresponds to an electronically controlled shock absorber, when the vehicle is driving, if the vehicle passes through an uneven road, the electronically controlled shock absorber corresponding to each wheel needs to be controlled to ensure the smooth driving of the vehicle.

[0051] It can be understood that the electronically controlled shock absorber corresponding to each wheel is called the electronically controlled shock absorber Ai. During the driving process of the vehicle, the expected damping force that the electronically controlled shock absorber Ai needs to generate is calculated. That is, after the damping force generated by the electronically controlled shock absorber Ai reaches the expected damping force, when the vehicle passes through an uneven road, the vehicle can drive stably on the uneven road, which can reduce the bumpy feeling of the road and ensure that the user can smoothly control the vehicle.

[0052] S120: Compensating the control current of the electronically controlled shock absorber according to the desired damping force and the actual mileage of the vehicle to obtain a compensated control current.

[0053] The actual mileage of a vehicle refers to its total mileage. For example, if the vehicle's total mileage is 120 kilometers, the actual mileage is 120 kilometers. The control current of the electronically controlled shock absorber Ai refers to the current used to control the solenoid valve in the electronically controlled shock absorber Ai, that is, the input current of the solenoid valve. The compensation control current is the input current of the solenoid valve after compensation.

[0054] The control current of the electronically controlled shock absorber Ai is calculated by the chassis domain controller (CDC). The control current of the electronically controlled shock absorber Ai is compensated using the expected damping force and the actual mileage to obtain a compensated control current.

[0055] S130: Using the compensation control current to control the operation of the electronically controlled shock absorber so that the actual damping force generated by the electronically controlled shock absorber reaches the desired damping force.

[0056] After obtaining the compensation control current, the compensation control current is used to control the operation of the electronically controlled shock absorber Ai. For example, the vehicle includes 4 wheels, and the compensation control currents of the electronically controlled shock absorbers corresponding to wheels 1 to 4 are I11, I12, I13 and I14 respectively. Therefore, I11 is used to control the electronically controlled shock absorber corresponding to wheel 1, I12 is used to control the electronically controlled shock absorber corresponding to wheel 2, I13 is used to control the electronically controlled shock absorber corresponding to wheel 3, and I14 is used to control the electronically controlled shock absorber corresponding to wheel 4.

[0057] The electronically controlled shock absorber Ai is controlled by a compensation control current. This current serves as the final input current to the solenoid valve, adjusting the size of the oil orifice. Adjusting the orifice size based on the compensation control current adjusts the damping force of the electronically controlled shock absorber Ai, adjusting the actual damping force generated by the electronically controlled shock absorber Ai to the desired damping force.

[0058] The present embodiment determines the desired damping force that each wheel's corresponding electronically controlled shock absorber needs to generate. Based on the desired damping force and the vehicle's actual mileage, the control current of each wheel's corresponding electronically controlled shock absorber is compensated to obtain a compensation control current. This compensation control current is used to control the operation of each wheel's corresponding electronically controlled shock absorber so that the actual damping force generated by each wheel's corresponding electronically controlled shock absorber reaches the desired damping force. This technical solution compensates for the reduction in damping force caused by performance degradation of the electronically controlled shock absorber during vehicle operation by compensating the control current of each wheel's electronically controlled shock absorber, thereby ensuring vibration attenuation. When the vehicle traverses uneven roads, the vehicle can maintain stable driving, reducing road bumps and ensuring smooth vehicle control for the user, thereby maintaining smooth driving.

[0059] In one possible implementation, determining the expected damping force that the electronically controlled shock absorber needs to generate includes the following scheme:

[0060] Obtaining a target control current for controlling the electronically controlled shock absorber, a movement speed of the electronically controlled shock absorber, and a first preset relationship corresponding to the target control current; wherein the first preset relationship is a correlation relationship between damping force and speed;

[0061] Acquire a speed in the first preset relationship that is the same as the movement speed;

[0062] The expected damping force is determined according to the damping force corresponding to the same speed as the movement speed.

[0063] The target control current refers to the control current used for controlling the electronically controlled shock absorber Ai and not compensated, and the movement speed of the electronically controlled shock absorber Ai refers to the longitudinal speed of the electronically controlled shock absorber Ai.

[0064] A first preset relationship corresponding to different currents is set, and each first preset relationship corresponding to the current is a correlation relationship between damping force and speed, wherein the first preset relationship corresponding to each current includes multiple damping forces and multiple speeds, and each damping force corresponds to a speed. After obtaining the target control current, the first preset relationship corresponding to the target control current is obtained. That is, by querying the first preset relationship corresponding to the target control current by the movement speed, the speed equal to the movement speed can be obtained, and thus the damping force corresponding to the speed equal to the movement speed can be obtained. Then, the desired damping force is determined based on the damping force corresponding to the speed equal to the movement speed.

[0065] In a possible implementation, determining the expected damping force based on the damping force corresponding to the same speed as the movement speed includes the following scheme:

[0066] Obtaining a damping force range corresponding to the target control current and the movement speed;

[0067] In a case where the damping force corresponding to the same speed as the movement speed is within the damping force range, the damping force corresponding to the same speed as the movement speed is determined as the expected damping force.

[0068] like Figure 3 As shown, Figure 3 Schematic diagram showing the damping force curve under the design state provided by this application, Figure 3 The X-axis represents speed, the Y-axis represents damping force, and I1, I2, ... all represent current. After obtaining the target control current and movement speed, the damping force interval corresponding to the same speed as the movement speed can be obtained. For example, if the target control current is I1 and the movement speed is v1, then the damping force interval corresponding to the same speed as the movement speed is [f1, f2]. It is then determined whether the damping force obtained according to the first preset relationship corresponding to the target control current is within the above damping force interval. If so, it is determined that the damping force obtained according to the first preset relationship corresponding to the target control current is accurate. The damping force corresponding to the same speed as the movement speed is then determined as the expected damping force, thereby ensuring the accuracy of the expected damping force calculation.

[0069] In one possible implementation, compensating the control current of the electronically controlled shock absorber according to the desired damping force and the actual mileage of the vehicle to obtain the compensated control current includes the following scheme:

[0070] Obtaining a second preset relationship;

[0071] determining, based on the actual mileage, an attenuation coefficient for characterizing the damping force generated by the electronically controlled shock absorber;

[0072] The compensation control current is determined according to the attenuation coefficient, the second preset relationship, the expected damping force, and the movement speed.

[0073] The second preset relationship is a correspondence relationship among the damping force, the speed and the current. The second preset relationship includes multiple damping forces, multiple speeds and multiple currents, and each damping force corresponds to a speed and a current.

[0074] The attenuation of the performance of the various components inside the electronically controlled shock absorber Ai is affected by the vehicle's mileage. The greater the vehicle's mileage, the greater the degree of attenuation of the performance of the various components inside the electronically controlled shock absorber Ai, that is, the greater the attenuation of the damping force generated by the electronically controlled shock absorber Ai. Therefore, the attenuation coefficient used to characterize the damping force generated by the electronically controlled shock absorber Ai is calculated based on the actual mileage of the vehicle.

[0075] After the attenuation coefficient is obtained, the control current of the electronically controlled shock absorber Ai is compensated using the attenuation coefficient, the second preset relationship, the expected damping force, and the movement speed to obtain the compensated control current.

[0076] In a possible implementation, determining the compensation control current according to the attenuation coefficient, the second preset relationship, the expected damping force, and the movement speed includes the following scheme:

[0077] Updating the second preset relationship according to the attenuation coefficient to obtain a third preset relationship;

[0078] The compensation control current is determined according to the desired damping force, the movement speed and the third preset relationship.

[0079] The damping force in the second preset relationship is updated using the attenuation coefficient, thereby updating the second preset relationship. The updated second preset relationship becomes the third preset relationship. The third preset relationship is then queried based on the desired damping force and movement speed to obtain the current corresponding to the desired damping force and movement speed in the third preset relationship, thereby obtaining the compensation control current. For example, if the desired damping force is F1 and the movement speed is v2, the current corresponding to F1 and v2 in the third preset relationship is I3, i.e., the compensation control current is I3.

[0080] In a possible implementation, updating the second preset relationship according to the attenuation coefficient to obtain the third preset relationship includes the following scheme:

[0081] multiplying the attenuation coefficient by each damping force in the second preset relationship to obtain a product of the damping forces;

[0082] For each product, taking the damping force in the second preset relationship that is the same as the product as the target damping force;

[0083] The product is associated with the speed and current corresponding to the target damping force in the second preset relationship to obtain the third preset relationship.

[0084] Table 1 shows the second preset relationship, as shown in Table 1:

[0085] Table 1

[0086] Damping force speed Current F1 v11 I11 F2 v12 I12 F3 v13 I13 ... ... ...

[0087] Table 2 shows the third preset relationship, as shown in Table 2:

[0088] Table 2

[0089] Damping force speed Current s×F1 v21 I21 s×F2 v22 I22 s×F3 v23 I23 ... ... ...

[0090] In Table 2, s represents the attenuation coefficient.

[0091] For example, s×F1=F3, F3 is the target damping force, then s×F1 is associated with v13 and I13, that is, v21=v13, I21=I13, and so on. The product of s and other damping forces in the second preset relationship is also processed in the above manner to construct a third preset relationship.

[0092] In a possible implementation, determining the attenuation coefficient for characterizing the damping force generated by the electronically controlled shock absorber based on the actual mileage includes the following schemes:

[0093] Obtaining a fourth preset relationship; wherein the fourth preset relationship is a correspondence between a preset attenuation coefficient and mileage;

[0094] The preset attenuation coefficient corresponding to the mileage that is the same as the actual mileage in the fourth preset relationship is determined as the attenuation coefficient.

[0095] like Figure 4 As shown, Figure 4 A schematic diagram of the fourth preset relationship provided by this application is shown, with the X-axis representing mileage and the Y-axis representing the preset attenuation coefficient. After obtaining the actual mileage, the fourth preset relationship is queried using the actual mileage to obtain the mileage in the fourth preset relationship that matches the actual mileage. The preset attenuation coefficient corresponding to the actual mileage is the attenuation coefficient.

[0096] The following is a test vehicle driving under different road conditions, and the effect of using the electronically controlled shock absorber control method provided in this application to control the electronically controlled shock absorber is verified. Among them, the model of the test vehicle driven is a medium-sized SUV (Sport Utility Vehicle), the input current of the solenoid valve of the electronically controlled shock absorber is in the range of 0.3A-1.6A, the mileage of the test vehicle is 300,000 kilometers, the road conditions include bumpy roads and undulating roads, and the driving speed of the test vehicle on the bumpy roads and undulating roads is 50km / h. Figure 5 As shown, Figure 5 FIG2 shows a schematic diagram of a vehicle traveling on a bumpy road surface, where T represents a bump, such as a speed bump, and T is a rectangular parallelepiped with a height of 0.04 m and a width of 0.2 m. Figure 6 and Figure 7 As shown, Figure 6 A schematic diagram showing a vehicle traveling on an undulating road surface is shown. Figure 7 A two-dimensional model diagram of an undulating road surface is shown, where the X-axis represents the length of the road surface and the Y-axis represents the height of the road surface.

[0097] During the test vehicle's driving on bumpy and undulating roads, the electronically controlled shock absorber control method was applied to control the various electronically controlled shock absorbers of the test vehicle. The verification data obtained on the bumpy road surface is as follows: Figure 8 As shown in the figure, the verification data of the undulating road surface is obtained as Figure 9 As shown, Figure 8 The verification data of the vehicle driving on the bumpy road is shown. Figure 9 The verification data of the vehicle driving on the bumpy road is shown. The verification data is the pitch angle of the vehicle. Figure 8 and Figure 9 The vertical axis represents the pitch angle, and the horizontal axis represents time.

[0098] Figure 8 a in the figure represents the curve of pitch angle and time corresponding to the test vehicle driving on the bump road surface under the design state. Figure 8 b in the figure indicates that after the test vehicle has traveled a certain distance, the performance of the components in the electronically controlled shock absorber will decay, resulting in a curve of the pitch angle and time corresponding to the test vehicle driving on a bumpy road surface after the damping force of the electronically controlled shock absorber has decayed. Figure 8 c in FIG1 represents the curve of pitch angle and time corresponding to the test vehicle driving on the bump road surface after the electronically controlled shock absorber control method is applied.

[0099] Figure 9 a in the figure represents the curve of pitch angle and time corresponding to the test vehicle driving on the undulating road surface under the design state. Figure 9 b in the figure indicates that after the test vehicle has traveled a certain distance, the performance of each component in the electronically controlled shock absorber will decay, resulting in a curve of the pitch angle and time corresponding to the test vehicle traveling on an undulating road surface after the damping force of the electronically controlled shock absorber has decayed. Figure 9 c in the figure represents the curve of pitch angle and time corresponding to the test vehicle traveling on the bumpy road surface after the electronically controlled shock absorber control method is applied.

[0100] After testing, it was found that when the vehicle was driving on bumpy and undulating roads, the control current of each electronically controlled shock absorber of the test vehicle was compensated by applying the electronically controlled shock absorber control method, so that each electronically controlled shock absorber was controlled by the compensated control current. This can optimize the damping force attenuation of each electronically controlled shock absorber, and solve the problem of poor vehicle vibration filtering caused by the damping force attenuation of the electronically controlled shock absorber after durability. This is conducive to the stable driving of the vehicle on uneven roads, reduces the bumpy feeling of the road, and can ensure that the user can smoothly control the vehicle, thereby maintaining the stability of the vehicle's driving.

[0101] The following are device embodiments of the present application, which can be used to implement the method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments of the present application.

[0102] Figure 10 FIG. 1 shows a schematic diagram of the structure of an electronically controlled shock absorber control device provided in an embodiment of the present application. For example, Figure 10 As shown, the electronically controlled shock absorber control device 1000 is configured on a vehicle, and each wheel of the vehicle corresponds to an electronically controlled shock absorber; the electronically controlled shock absorber control device 1000 includes:

[0103] A determination module 1010 is configured to determine, for each wheel, an expected damping force that the electronically controlled shock absorber needs to generate.

[0104] a compensation module 1020, configured to compensate the control current of the electronically controlled shock absorber according to the desired damping force and the actual mileage of the vehicle to obtain a compensated control current;

[0105] The control module 1030 is configured to control the operation of the electronically controlled shock absorber by using the compensation control current, so that the actual damping force generated by the electronically controlled shock absorber reaches the desired damping force.

[0106] In one possible implementation, the determining module 1010 includes:

[0107] a first acquiring unit, configured to acquire a target control current for controlling the electronically controlled shock absorber, a movement speed of the electronically controlled shock absorber, and a first preset relationship corresponding to the target control current; wherein the first preset relationship is a correlation relationship between damping force and speed;

[0108] a first query unit, configured to obtain a speed in the first preset relationship that is the same as the movement speed;

[0109] The first determining unit is configured to determine the expected damping force according to a damping force corresponding to a speed that is the same as the movement speed.

[0110] In one possible implementation, the first determination unit is specifically used to obtain the target control current and the damping force range corresponding to the movement speed; when the damping force corresponding to the speed same as the movement speed is within the damping force range, the damping force corresponding to the speed same as the movement speed is determined as the expected damping force.

[0111] In one possible implementation, the compensation module 1020 includes:

[0112] A second acquiring unit is configured to acquire a second preset relationship; wherein the second preset relationship is a correspondence between the damping force, the speed, and the current;

[0113] a second query unit, configured to determine, based on the actual mileage, an attenuation coefficient for characterizing a damping force generated by the electronically controlled shock absorber;

[0114] The second determining unit is configured to determine the compensation control current according to the attenuation coefficient, the second preset relationship, the expected damping force, and the movement speed.

[0115] In one possible implementation, the second determining unit includes:

[0116] an updating subunit, configured to update the second preset relationship according to the attenuation coefficient to obtain a third preset relationship;

[0117] The determination subunit is configured to determine the compensation control current according to the desired damping force, the movement speed and the third preset relationship.

[0118] In one possible implementation, the update subunit is specifically used to multiply the attenuation coefficient by each damping force in the second preset relationship to obtain the product of the damping forces; for each product, the damping force in the second preset relationship that is the same as the product is used as the target damping force; the product is associated with the speed and current corresponding to the target damping force in the second preset relationship to obtain the third preset relationship.

[0119] In one possible implementation, the second query unit is specifically used to obtain a fourth preset relationship; wherein the fourth preset relationship is a correspondence between a preset attenuation coefficient and mileage; and the preset attenuation coefficient corresponding to the mileage that is the same as the actual mileage in the fourth preset relationship is determined as the attenuation coefficient.

[0120] It should be noted that the electronically controlled shock absorber control device provided in the above embodiment, when executing the electronically controlled shock absorber control method, is merely illustrated by the division of the above-mentioned functional modules. In actual applications, the above-mentioned functions can be distributed among different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the electronically controlled shock absorber control device provided in the above embodiment and the electronically controlled shock absorber control method embodiment are based on the same concept. Therefore, for details not disclosed in the device embodiment of the present application, please refer to the above-mentioned embodiment of the electronically controlled shock absorber control method of the present application, and will not be repeated here.

[0121] The serial numbers of the above embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0122] Figure 11 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application is shown. Figure 11As shown, the vehicle 1100 includes: a memory 1101 and a processor 1102, wherein the memory 1101 stores an executable program code 11011, and the processor 1102 is used to call and execute the executable program code 11011 to perform an electronically controlled shock absorber control method.

[0123] This embodiment can divide the vehicle into functional modules based on the above-described method example. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods may be used.

[0124] In the case of dividing the functional modules into corresponding functional modules, the vehicle may include: a determination module, a compensation module, a control module, etc. It should be noted that all relevant contents of the various steps involved in the above method embodiment can be referred to the functional description of the corresponding functional modules and will not be repeated here.

[0125] The vehicle provided in this embodiment is used to execute the above-mentioned electronically controlled shock absorber control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0126] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of program codes and data.

[0127] The processing module may be a processor or controller that implements or executes various exemplary logic blocks, modules, and circuits disclosed herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0128] This embodiment further provides a computer-readable storage medium having computer program code stored therein. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement an electronically controlled shock absorber control method in the above-mentioned embodiment.

[0129] This embodiment further provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement an electronically controlled shock absorber control method in the above-mentioned embodiment.

[0130] In addition, the vehicle provided in the embodiments of the present application can specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor can call and execute the instructions so that the chip executes an electronically controlled shock absorber control method in the above embodiment.

[0131] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding electronically controlled shock absorber control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects of the corresponding electronically controlled shock absorber control method provided above, and will not be repeated here.

[0132] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0133] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0134] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling an electronically controlled shock absorber, characterized in that: Applied to a vehicle, each wheel of the vehicle corresponds to an electronically controlled shock absorber; The electronically controlled shock absorber control method comprises: For the electronically controlled shock absorber corresponding to each wheel, determining a desired damping force that the electronically controlled shock absorber needs to generate; Compensating a control current of the electronically controlled shock absorber according to the desired damping force and the actual mileage of the vehicle to obtain a compensated control current; The compensation control current is used to control the operation of the electronically controlled shock absorber so that the actual damping force generated by the electronically controlled shock absorber reaches the desired damping force.

2. The electronically controlled shock absorber control method according to claim 1, characterized in that: Determining the expected damping force that the electronically controlled shock absorber needs to generate includes: Obtaining a target control current for controlling the electronically controlled shock absorber, a movement speed of the electronically controlled shock absorber, and a first preset relationship corresponding to the target control current; wherein the first preset relationship is a correlation relationship between damping force and speed; Acquire a speed in the first preset relationship that is the same as the movement speed; The expected damping force is determined according to the damping force corresponding to the same speed as the movement speed.

3. The electronically controlled shock absorber control method according to claim 2, characterized in that: The determining the expected damping force according to the damping force corresponding to the same speed as the movement speed includes: Obtaining a damping force range corresponding to the target control current and the movement speed; In a case where the damping force corresponding to the same speed as the movement speed is within the damping force range, the damping force corresponding to the same speed as the movement speed is determined as the expected damping force.

4. The electronically controlled shock absorber control method according to claim 2, characterized in that: The compensating the control current of the electronically controlled shock absorber according to the expected damping force and the actual mileage of the vehicle to obtain the compensated control current includes: Obtaining a second preset relationship; wherein the second preset relationship is a correspondence between the damping force, the speed, and the current; determining, based on the actual mileage, an attenuation coefficient for characterizing the damping force generated by the electronically controlled shock absorber; The compensation control current is determined according to the attenuation coefficient, the second preset relationship, the expected damping force, and the movement speed.

5. The electronically controlled shock absorber control method according to claim 4, characterized in that: The determining the compensation control current according to the attenuation coefficient, the second preset relationship, the expected damping force, and the movement speed includes: Updating the second preset relationship according to the attenuation coefficient to obtain a third preset relationship; The compensation control current is determined according to the desired damping force, the movement speed and the third preset relationship.

6. The electronically controlled shock absorber control method according to claim 5, characterized in that: The updating of the second preset relationship according to the attenuation coefficient to obtain a third preset relationship includes: multiplying the attenuation coefficient by each damping force in the second preset relationship to obtain a product of the damping forces; For each product, taking the damping force in the second preset relationship that is the same as the product as the target damping force; The product is associated with the speed and current corresponding to the target damping force in the second preset relationship to obtain the third preset relationship.

7. The electronically controlled shock absorber control method according to claim 4, characterized in that: The attenuation coefficient for characterizing the damping force generated by the electronically controlled shock absorber is determined according to the actual mileage, including: Obtaining a fourth preset relationship; wherein the fourth preset relationship is a correspondence between a preset attenuation coefficient and mileage; The preset attenuation coefficient corresponding to the mileage that is the same as the actual mileage in the fourth preset relationship is determined as the attenuation coefficient.

8. An electronically controlled shock absorber control device, characterized in that: Configured on a vehicle, each wheel of the vehicle corresponds to an electronically controlled shock absorber; The electronically controlled shock absorber control device comprises: a determination module, configured to determine, for each wheel, an expected damping force that the electronically controlled shock absorber needs to generate; a compensation module, configured to compensate a control current of the electronically controlled shock absorber according to the desired damping force and the actual mileage of the vehicle to obtain a compensated control current; A control module is configured to control the operation of the electronically controlled shock absorber by using the compensation control current so that the actual damping force generated by the electronically controlled shock absorber reaches the desired damping force.

9. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the electronically controlled shock absorber control method according to any one of claims 1 to 7.

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

Images