Vehicle control method, vehicle, storage medium and program product

Abstract

The invention discloses a control method and system of a vehicle, the vehicle and a computer program product. The method comprises the following steps: acquiring road information of a to-be-controlled vehicle in a current driving direction; in response to the fact that the road information shows that an abnormal road surface object exists in the current driving direction, position information of the abnormal road surface object and a driving track of the to-be-controlled vehicle in a future time period are obtained, and under the condition that wheels of the to-be-controlled vehicle pass through the abnormal road surface object, impact force borne by the wheels of the to-be-controlled vehicle is larger than an impact force threshold value; determining a current distance between the wheel and the abnormal road surface object in response to the position information included in the driving track; based on the current distance, damping force corresponding to the wheels is adjusted before the wheels run to the abnormal road surface object; and the adjusted wheels are controlled to run through the abnormal road surface object, so that the impact force borne by the adjusted wheels is smaller than or equal to the impact force threshold value. The technical problem that the control effect of the vehicle is poor is solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a vehicle control method, system, vehicle and computer program product. Background Art

[0002] At present, the Continuous Damping Control (CDC) system in vehicles has become an important part of improving vehicle driving comfort and handling stability. The CDC system can respond to changes in road conditions in real time by adjusting the damping force of the shock absorber to ensure a smooth driving experience. However, when the vehicle passes through special obstacles, such as speed bumps and manhole covers, its performance is subject to certain limitations. When the vehicle, especially the front wheels, contacts the speed bump, due to the height and rigidity of the speed bump, even if the CDC system can respond, it will still produce significant impact, resulting in a poor driving experience, especially a negative impact on the vehicle's handling stability and ride comfort.

[0003] In related technologies, when the front wheels of a vehicle pass over a speed bump, the vertical acceleration between the wheels and the vehicle body will suddenly increase, resulting in a jump in the vertical acceleration signal, which is recognized by the CDC system as a condition that requires adjustment of the damping of the rear axle shock absorber. The CDC system will then dynamically adjust the damping force of the rear axle shock absorber to reduce the vibration transmitted to the rear due to the impact of the front wheels and improve the vehicle's driving smoothness.

[0004] However, although the above method can respond to special obstacle conditions, it still has limitations. Specifically, when the front wheel of the vehicle touches the obstacle, the impact has already occurred. Even if adjustments are made immediately, the impact of the initial impact on the driving experience cannot be completely eliminated. In addition, due to the time delay between the front wheel touching the speed bump and the rear axle response, the handling stability and ride comfort are affected. Therefore, there is still a technical problem of poor vehicle control effect.

[0005] To address the above-mentioned problems, no effective solution has been proposed yet. Summary of the invention

[0006] Embodiments of the present invention provide a vehicle control method, system, vehicle and computer program product to at least solve the technical problem of poor vehicle control effect.

[0007] According to one aspect of an embodiment of the present invention, a vehicle control method is provided, the method comprising: obtaining road information of a vehicle to be controlled in a current driving direction; in response to the road information indicating that there is an abnormal road surface object in the current driving direction, obtaining position information of the abnormal road surface object, and a driving trajectory of the vehicle to be controlled in a future time period, wherein, when the wheels of the vehicle to be controlled pass through the abnormal road surface object, the impact force received is greater than an impact force threshold; in response to the driving trajectory including the position information, determining a current distance between the wheel and the abnormal road surface object; based on the current distance, starting to adjust the damping force corresponding to the wheel before the wheel passes through the abnormal road surface object, wherein the damping force is generated by a suspension connected to the wheel; and controlling the adjusted wheel to pass through the abnormal road surface object so that the impact force received by the adjusted wheel is less than or equal to the impact force threshold.

[0008] Optionally, based on the current distance, the damping force corresponding to the wheel begins to be adjusted before the wheel reaches the abnormal road surface object, including: determining a target time required for the wheel to complete the current distance from the current moment; based on the target time, activating a damping force adjustment function corresponding to the wheel, wherein the damping force adjustment function is used to represent a rule for adjusting the damping force corresponding to the wheel; before the wheel reaches the abnormal road surface object, starting to adjust the damping force corresponding to the wheel under the activated damping force adjustment function.

[0009] Optionally, based on the target duration, activating the damping force adjustment function corresponding to the wheel includes: in response to the target duration being less than a first duration threshold, activating the damping force adjustment function at the current moment, wherein the current moment is the moment before the wheel travels to the abnormal road surface object.

[0010] Optionally, in the process of activating the damping force adjustment function at the current moment, the method also includes: determining the duration of activation of the damping force adjustment function; in response to the duration being greater than a second duration threshold, ending the activation of the damping force adjustment function at the current moment; in response to the duration being less than or equal to the second duration threshold and the adjusted wheel has passed through an abnormal road surface object, ending the activation of the damping force adjustment function at the current moment; in response to the duration being less than or equal to the second duration threshold and the adjusted wheel has not passed through an abnormal road surface object, continuing to activate the damping force adjustment function at the current moment.

[0011] Optionally, determining a target time required for the wheel to travel a current distance from a current moment includes: in response to the current distance being less than a distance threshold, determining a target time required for the wheel to travel a current distance from a current moment.

[0012] Optionally, before the wheel reaches the abnormal road surface object, the damping force corresponding to the wheel is adjusted under the activated damping force adjustment function, including: before the wheel reaches the abnormal road surface object, the damping force corresponding to the wheel is adjusted to the first target damping force in the soft damping control mode under the activated damping force adjustment function.

[0013] Optionally, the method also includes: in response to the wheel passing the highest point of the abnormal road surface object and before the wheel touches the road surface of the current road on which the vehicle is located, switching the soft damping control mode to the hard damping control mode; adjusting the first target damping force to the second target damping force under the hard damping control mode.

[0014] Optionally, the soft damping control mode is switched to the hard damping control mode, including: in response to the height value of the suspension being less than a height threshold and the minimum height value of the suspension remaining unchanged within a target time period, the soft damping control mode is switched to the hard damping control mode; in response to the duration of activation of the damping force adjustment function being greater than a calibrated duration, the soft damping control mode is switched to the hard damping control mode.

[0015] Optionally, obtaining the position information of the abnormal road surface object includes: determining a body coordinate system of the vehicle to be controlled; and determining vertex position information of the abnormal road surface object in the body coordinate system.

[0016] Optionally, determining the driving trajectory of the vehicle to be controlled in a future time period includes: determining a first boundary line and a second boundary line of an area to be driven by the wheel in the future time period, wherein the first boundary line and the second boundary line are located on both sides of the wheel; and the position between the first boundary line and the second boundary line constitutes the driving trajectory of the wheel.

[0017] Optionally, the method also includes: in response to the current distance being less than a distance threshold, recording attribute information of the abnormal road surface object, wherein the attribute information includes at least one of the following: flag information of the abnormal road surface object, wherein the flag information is used to indicate that the driving trajectory includes position information, or that the driving trajectory does not include position information; a target distance of the abnormal road surface object, wherein the target distance includes the maximum distance between the wheel and the abnormal road surface object, and / or the minimum distance between the wheel and the abnormal road surface object; size information of the abnormal road surface object.

[0018] According to another aspect of an embodiment of the present invention, a vehicle control device is also provided, including: a first acquisition unit, used to acquire road information of a vehicle to be controlled in a current driving direction; a second acquisition unit, used to acquire position information of the abnormal road surface object and a driving trajectory of the vehicle to be controlled in a future time period in response to the road information indicating that there is an abnormal road surface object in the current driving direction, wherein the impact force received by the wheels of the vehicle to be controlled when driving through the abnormal road surface object is greater than an impact force threshold; a determination unit, used to determine a current distance between the wheel and the abnormal road surface object in response to the driving trajectory including position information; an adjustment unit, used to start adjusting the damping force corresponding to the wheel before the wheel drives to the abnormal road surface object based on the current distance, wherein the damping force is generated by a suspension connected to the wheel; and a control unit, used to control the adjusted wheel to drive through the abnormal road surface object so that the impact force received by the adjusted wheel is less than or equal to the impact force threshold.

[0019] According to another aspect of an embodiment of the present invention, a vehicle control system is also provided, which control system may include: an information acquisition device, used to obtain road information of a vehicle to be controlled in a current driving direction; in response to the road information indicating that there is an abnormal road surface object in the current driving direction, obtaining the position information of the abnormal road surface object and the driving trajectory of the vehicle to be controlled in a future time period, wherein the impact force received by the wheels of the vehicle to be controlled when driving through the abnormal road surface object is greater than an impact force threshold; in response to the driving trajectory including the position information, determining the current distance between the wheel and the abnormal road surface object; a controller, used to send a first control instruction based on the current distance before the wheel drives to the abnormal road surface object; an electronically controlled suspension device, used to receive and respond to the first control instruction, and control the damping adjustment device to adjust the damping force corresponding to the wheel, wherein the damping adjustment device is deployed in the suspension device of the electric control cabinet, and the electronically controlled suspension device is connected to the wheel; wherein the controller is used to control the adjusted wheel to drive through the abnormal road surface object so that the impact force received by the adjusted wheel is less than or equal to the impact force threshold.

[0020] Optionally, the electronically controlled suspension device includes: a shock absorber, wherein a controller is used to send a second control instruction in response to the wheel passing the highest point of the abnormal road object and before touching the road surface of the current road where the vehicle is located; the shock absorber is used to receive and respond to the second control instruction, switch the soft damping control mode to the hard damping control mode, and control the damping adjustment device to adjust the damping force corresponding to the wheel from the first target damping force under the soft damping control mode to the second target damping force under the hard damping control mode.

[0021] Optionally, the information collection device is used to collect images of the current road and abnormal road surface objects to obtain road information, location information and driving trajectory, or the information collection device is used to obtain road information, location information and driving trajectory sent by a server.

[0022] According to another aspect of an embodiment of the present invention, a vehicle is also provided, comprising: a memory, a processor and an electronically controlled suspension device, wherein the memory stores an executable program; the processor is used to run the program, wherein the following steps are performed when the program is run: obtaining road information of the vehicle to be controlled in the current driving direction; in response to the road information indicating that there is an abnormal road surface object in the current driving direction, obtaining position information of the abnormal road surface object, and a driving trajectory of the vehicle to be controlled in a future time period, wherein the impact force received by the wheels of the vehicle to be controlled when driving through the abnormal road surface object is greater than an impact force threshold; in response to the driving trajectory including the position information, determining the current distance between the wheel and the abnormal road surface object; the electronically controlled suspension device is used to start adjusting the damping force corresponding to the wheel based on the current distance before the wheel drives to the abnormal road surface object, so that when the adjusted wheel drives through the abnormal road surface object, the impact force received by the adjusted wheel is less than or equal to the impact force threshold.

[0023] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored program, wherein when the program is executed, a processor of a device is controlled to execute any one of the above methods.

[0024] According to another aspect of an embodiment of the present invention, there is also provided an electronic device, comprising: one or more processors; a storage device for storing one or more programs; and a method in which, when the one or more programs are executed by the one or more processors, the one or more processors execute any one of the above methods.

[0025] In an embodiment of the present invention, in order to ensure the driving stability of a vehicle when passing through an abnormal road surface object (e.g., an obstacle), the road information in the current driving direction of the vehicle can be obtained in real time during the driving process of the vehicle. Once an abnormal road surface object that may generate an impact force greater than the impact force threshold on the wheel in the current driving direction is detected, the preview control strategy can be started. The accurate position information of the abnormal road surface object can be obtained, and the driving trajectory of the vehicle to be controlled in the future period can be predicted to determine whether the wheel will come into contact with the obstacle. Based on the distance between the wheel and the obstacle, the damping force is adjusted in advance to ensure that the suspension has entered a suitable damping state before the wheel actually touches the abnormal road surface object, thereby significantly reducing the impact force obtained when the wheel contacts the abnormal road surface object, ensuring that it is below the impact force threshold, and optimizing the comfort and handling stability of the vehicle when passing through the abnormal road surface object. In this embodiment, by combining the abnormal road surface object with the wheel driving state, the "forward-looking" adjustment of the damping force of the suspension is achieved, which means that the suspension control of the vehicle has crossed from passive response to active preview, achieving the purpose of effectively improving the user's driving experience, thereby achieving the technical effect of improving the control effect of the vehicle and solving the technical problem of poor control effect of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0027] Figure 1 is a flow chart of a vehicle control method according to an embodiment of the present invention;

[0028] Figure 2 is a flow chart of a CDC damping control method of an electronically controlled suspension with a preview function according to an embodiment of the present invention;

[0029] Figure 3 is a schematic diagram of a preview control software architecture according to an embodiment of the present invention;

[0030] Figure 4 is a schematic diagram of obstacle coordinates according to an embodiment of the present invention;

[0031] Figure 5 is a schematic diagram of a wheel travel trajectory according to an embodiment of the present invention;

[0032] Figure 6 is a flow chart of an obstacle information judgment logic according to an embodiment of the present invention;

[0033] FIG. 7 ( a ) is a flow chart showing a triggering determination process of a left wheel preview function according to an embodiment of the present invention;

[0034] FIG7( b ) is a flow chart showing a triggering determination process of a right wheel preview function according to an embodiment of the present invention;

[0035] Figure 8 is a flowchart of a preview CDC damping control process according to an embodiment of the present invention;

[0036] Fig. 9 is a flow chart of a left front wheel preview CDC control soft damping determination method according to an embodiment of the present invention;

[0037] Fig.10 is a system block diagram of a vehicle control system according to an embodiment of the present invention;

[0038] Fig.11 is a structural block diagram of a vehicle control device according to an embodiment of the present invention;

[0039] Fig.12 is a structural block diagram of an autonomous driving vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0040] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0041] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0042] According to an embodiment of the present invention, an embodiment of a method for controlling a vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0043] Figure 1 is a flow chart of a vehicle control method according to an embodiment of the present invention. Figure 1 As shown, the method is applied to the control system of the engine, the control system at least includes a front oxygen sensor and an oil circuit system, and includes the following steps:

[0044] Step S102, obtaining road information of the vehicle to be controlled in the current driving direction.

[0045] In the technical solution provided in the above step S102 of the present invention, the vehicle to be controlled may be a vehicle equipped with a CDC system, for example, an automatic driving vehicle. The road information may include information about abnormal road objects in the current driving direction on the road on which the vehicle is traveling. The abnormal road object may be an obstacle. It should be noted that the obstacle in this embodiment may be an object that causes a certain degree of obstruction to the driving of the vehicle to be controlled, but still allows the vehicle to be controlled to pass through, such as a manhole cover, a speed bump, a pothole, etc., which is only used as an example and is not specifically limited. The road information may include information about obstacles on the road ahead. The obstacle information may be used to indicate the attributes of the obstacle, for example, the size of the obstacle or the type of the obstacle. The size of the obstacle may include the length, width and height of the obstacle. The types of obstacles may include speed bumps, manhole covers and protrusions. It should be noted that the above road information is only used as an example and is not specifically limited here. As long as it is information that can measure whether there is an obstacle in the current driving direction of the vehicle and the various attributes of the obstacle, it is within the protection scope of the embodiment of the present invention.

[0046] In this embodiment, if the damping of the vehicle needs to be adjusted to control the vehicle to pass through an abnormal road surface object in the current driving direction, road information of the vehicle to be controlled in the current driving direction may be obtained.

[0047] Optionally, before identifying that the damping needs to be adjusted to cope with the abnormal road surface object ahead, the process of acquiring road information may be initiated. The above road information is not limited to the existence of obstacles, but also involves detailed attributes of the obstacles.

[0048] For example, the obstacle information on the road ahead can be captured by the vehicle-mounted camera and image processing technology to provide key data for preview control. It should be noted that the above process and method for obtaining road information are only for illustration and are not specifically limited here. As long as the process and method can determine whether there is an obstacle in the current driving direction of the vehicle and the attributes of the obstacle, they are within the protection scope of the embodiments of the present invention.

[0049] Optionally, the acquisition of road information is not only to identify whether there is an obstacle in the current driving direction of the vehicle, but more importantly to understand the properties of the obstacle when there is an obstacle. Since different obstacles require different damping control strategies, the above road information is crucial for subsequent damping force adjustment. For example, speed bumps may require earlier and stronger damping force adjustment, while manhole covers may require more precise control to avoid excessive vibration.

[0050] In the related art, the adjustment of the suspension damping force is usually based on the real-time feedback after the wheel contacts the ground, such as the change in the vertical acceleration of the wheel. The above-mentioned reactive control strategy has limitations when dealing with predicted obstacles such as speed bumps.

[0051] In contrast, the embodiment of the present invention obtains and analyzes information about obstacles ahead before contact occurs, with the goal of achieving active preview of damping control, thereby significantly improving the responsiveness and control effect of the vehicle suspension system. This enables the CDC system to prepare in advance and adjust the damping force according to the characteristics of different obstacles, thereby reducing the bumpy feeling and impact force when the vehicle passes through obstacles, significantly improving driving comfort and safety, especially when driving at high speeds or encountering high obstacles.

[0052] Step S104, in response to the road information indicating that there is an abnormal road surface object in the current driving direction, obtaining the position information of the abnormal road surface object and the driving trajectory of the vehicle to be controlled in the future time period.

[0053] In the technical solution provided in the above step S104 of the present invention, when the wheels of the vehicle to be controlled pass through an abnormal road surface object, the impact force received is greater than the impact force threshold. Abnormal road surface objects can also be called obstacles. The impact force threshold is used to indicate the impact intensity encountered by the vehicle when passing through an obstacle. It can also be pre-set according to the degree of impact that a person can tolerate, or it can be set according to the personal style of the driver on different vehicles. There is no specific restriction on the setting method of the impact force threshold. The position information can be used to indicate the specific position of the abnormal road surface object in the current driving direction of the vehicle. For example, it can be the coordinates of the obstacle. There is no specific restriction on how to set the coordinate system. The driving trajectory can also be called vehicle driving posture information.

[0054] In this embodiment, after obtaining the road information of the vehicle to be controlled in the current driving direction, it can be determined whether there is an abnormal road surface object in the road information in the current driving direction. If not, the road information during the vehicle driving process can be continuously detected in real time. If so, the specific location information of the abnormal road surface object and the driving trajectory of the vehicle to be controlled in the future period can be further obtained.

[0055] Optionally, based on the acquired road information, it can be confirmed whether there are abnormal road objects in the current driving direction that may cause significant impact on the vehicle. For example, it can be determined based on the size and type of the obstacle and the driving conditions of the vehicle. By comparing the impact force that may be caused by the obstacle with a preset impact force threshold, it is determined whether preview control is required.

[0056] Optionally, after the abnormal road object is confirmed to exist, its precise location information can be further obtained. For example, the location information can be obtained through a vehicle camera or other sensor equipment, and may include the lateral and longitudinal coordinates of the obstacle, as well as its size characteristics. The accuracy of the location information is directly related to the timing and effect of subsequent damping control. Therefore, high-precision sensors and data processing technology can be used to ensure that the information is accurate.

[0057] It should be noted that the above process and method for determining the location information of abnormal road objects are only for illustration and are not specifically limited here. As long as the process and method are for obtaining location information and ensuring the accuracy of location information, they are within the protection scope of the embodiments of the present invention.

[0058] Optionally, based on the current driving state of the vehicle and the location information of the obstacle, the driving trajectory of the vehicle to be controlled in the future can be predicted. The prediction process can take into account the dynamic characteristics of the vehicle, such as acceleration, steering angle, vehicle speed, etc., as well as the properties of the obstacle, in order to accurately estimate the timing and path of the wheel contacting the obstacle. The prediction of the driving trajectory is the key to achieving preview control, which provides a temporal and spatial basis for adjusting the damping force in advance.

[0059] Step S106, in response to the driving trajectory including the position information, determining the current distance between the wheel and the abnormal road surface object.

[0060] In the technical solution provided in step S106 of the present invention, the wheels may include front wheels and rear wheels. If the vehicle is moving forward, the current distance between the front wheels and the abnormal road surface object is determined. If the vehicle is moving backward, the current distance between the rear wheels and the abnormal road surface object is determined. The current distance may also be referred to as the remaining distance from the wheel to the obstacle.

[0061] In this embodiment, after obtaining the position information of the abnormal road object and the driving trajectory of the vehicle to be controlled in the future period, it can be determined whether the driving trajectory includes the position information of the abnormal road object, that is, whether the vehicle needs to pass the abnormal road object when driving along the driving trajectory. If so, the current distance between the wheel and the abnormal road object can be determined.

[0062] Optionally, after obtaining the location information of the abnormal road object and the future driving trajectory of the vehicle, it can be determined whether the vehicle will pass the abnormal road object if it continues to drive along this trajectory. The above judgment process can be based on a comprehensive analysis of the vehicle's driving direction, speed, steering angle, and obstacle position, ensuring the necessity and rationality of preview control. According to the vehicle's driving state (forward or reverse), it can be distinguished whether the distance between the front wheel or the rear wheel and the obstacle is calculated. When driving forward, the current distance of the front wheel is the key, while in the reverse scenario, the distance between the rear wheel and the obstacle becomes an important parameter for determining the timing of preview control.

[0063] Optionally, once it is determined that there is a possibility of contact between the vehicle's driving trajectory and the obstacle, the current distance, that is, the remaining distance from the wheel to the obstacle, can be calculated based on the vehicle's real-time position and the obstacle's position information. The current distance is crucial to preview control. It not only affects the timing of starting preview control, but is also a key parameter that determines the degree of pre-adjustment of the damping force.

[0064] In the embodiment of the present invention, by calculating the current distance between the wheel and the abnormal road object, a time basis is provided for the preview damping control of the CDC system. The above method can ensure that a response is made before the wheel contacts the obstacle, effectively reduce the impact, and improve driving comfort and vehicle handling stability. Whether for forward or reverse driving, the above dynamic distance calculation mechanism can adapt to the obstacle response requirements under different driving conditions, realize more intelligent prediction and response to obstacles ahead, and provide the driver with a smoother and safer driving experience.

[0065] Step S108: Based on the current distance, start adjusting the damping force corresponding to the wheel before the wheel reaches the abnormal road surface object.

[0066] In the technical solution provided in the above step S108 of the present invention, the damping force may be generated by a suspension connected to the wheel, and may also be referred to as suspension damping.

[0067] In this embodiment, after the current distance between the wheel and the abnormal road surface object is determined, the damping force corresponding to the wheel may be adjusted based on the current distance before the wheel reaches the abnormal road surface object.

[0068] Optionally, based on the current distance information, the suspension damping force can be pre-adjusted before the wheel passes an abnormal road object to reduce the impact caused by the obstacle and optimize the driving experience and vehicle handling performance.

[0069] Optionally, the CDC system has determined the current distance between the wheel and the abnormal road object. The current distance is a key parameter for determining when preview control is activated. For example, if the current distance reaches or falls below a preset trigger distance threshold, the suspension damping force can be pre-adjusted.

[0070] It should be noted that the above process and method of adjusting the suspension damping force based on the current distance before the wheel reaches the abnormal road surface object is only for illustrative purposes and is not specifically limited here.

[0071] Optionally, the timing of starting pre-adjustment directly affects the control effect. Adjustment too early may lead to unnecessary energy consumption and reduced driving comfort, while adjustment too late may not effectively suppress the impact. Therefore, the timing of adjusting the damping force can be set accordingly to ensure that the damping force is adjusted at the right time before the wheel contacts the obstacle to achieve a suitable impact mitigation effect.

[0072] Optionally, the damping force is not fixed, but is dynamically adjusted according to the real-time distance between the wheel and the obstacle. This requires the CDC system to have a fast response capability and intelligent algorithm, which can calculate and execute the appropriate damping force adjustment strategy in real time when the vehicle approaches the obstacle to ensure the continuity and comfort of the driving experience. When implementing the damping force pre-adjustment, the real-time status of the vehicle's driving speed, direction, acceleration, etc. can be considered. The above factors will directly affect the impact force when the wheel contacts the obstacle and the degree of adjustment of the damping force. Therefore, it is necessary to combine with the obstacle information for a comprehensive judgment. The damping force adjustment needs to be coordinated with other control functions of the vehicle (such as braking, power output, etc.) to ensure the optimization of the overall performance of the vehicle. For example, the CDC system can combine the vehicle speed to appropriately reduce the speed when approaching an obstacle to reduce the impact force, and adjust the damping force at the same time to achieve a smoother ride.

[0073] It should be noted that the above damping force adjustment combined with other control functions in the vehicle is only for illustration and is not specifically limited here. As long as it can ensure that the vehicle passes through obstacles stably and smoothly, it is within the protection scope of the embodiments of the present invention.

[0074] In the example of the present invention, by pre-adjusting the damping force before contacting an obstacle, the impact when the vehicle contacts the obstacle can be effectively reduced, and the driving comfort can be improved. At the same time, by suppressing aftershocks, the vehicle's handling stability is enhanced, and driving safety is improved. The above method reflects the transformation of vehicle suspension control from passive response to active preview, and promotes the development of intelligent vehicle technology.

[0075] In summary, by initiating the preview damping force adjustment before the wheel contacts the obstacle based on the current distance information, active response to obstacle conditions is achieved, which significantly improves the performance of the vehicle when passing through complex roads. This is an important innovation in intelligent vehicle suspension control technology. The above method improves the driving experience.

[0076] Step S110, controlling the adjusted wheel to travel through the abnormal road surface object so that the impact force received by the adjusted wheel is less than or equal to the impact force threshold.

[0077] In the technical solution provided in the above step S110 of the present invention, after adjusting the damping force corresponding to the wheel based on the current distance before the wheel travels to the abnormal road surface object, the adjusted wheel can be controlled to travel through the abnormal road surface object.

[0078] Optionally, the pre-adjusted wheel damping force will directly affect the driving experience and safety of the vehicle passing through obstacles, ensuring that the impact force is controlled below the impact force threshold.

[0079] Optionally, during the above step S108, the CDC system has already started to pre-adjust the damping force corresponding to the wheel according to the current distance from the wheel to the obstacle. In step S110, it can be ensured that the adjusted damping force can make the impact force of the wheel passing through the obstacle not exceed the preset impact force threshold. The actual impact force of the wheel passing through the obstacle can be continuously monitored to verify whether the effect of the damping force pre-adjustment meets the expectations, that is, whether the impact force is successfully controlled below the impact force threshold, so as to ensure that the vehicle suspension system can provide a suitable damping effect when passing through the obstacle.

[0080] Optionally, before the wheel passes the obstacle, the damping force corresponding to the wheel has been adjusted according to the pre-adjustment strategy. When the wheel actually contacts the obstacle, the CDC system can maintain or dynamically adjust this damping force setting to ensure that the vehicle passes the obstacle smoothly. At the moment the wheel touches the obstacle, the damping force setting needs to be most appropriate to balance the absorption of the initial impact and the suppression of subsequent aftershocks to provide a smooth transition. The execution of the above control strategy directly affects the perceptual experience of the driver and passengers. By controlling the impact force below the threshold, the CDC system can reduce the bumps and impacts caused by obstacles and provide a more comfortable ride experience. At the same time, the optimized damping force setting can also ensure the handling stability of the vehicle when passing through obstacles, avoid excessive shaking or loss of control, and improve driving safety.

[0081] In an embodiment of the present invention, the above method is used to control the adjusted wheels to pass through obstacles, which can significantly reduce the impact during vehicle driving, improve driving comfort, and optimize vehicle handling stability and safety. It ensures that the impact force of the adjusted wheels when passing through abnormal road objects meets or is lower than the set impact force threshold. The above process verifies the effectiveness of the pre-adjustment strategy, directly improves the driver's comfort experience and the vehicle's handling safety, and is a key execution stage for realizing impact force management in the electronically controlled suspension damping control method of the present invention.

[0082] In the above steps S102 to S110 of the present application, in order to ensure the driving stability of the vehicle when passing through abnormal road objects (obstacles), the road information in the current driving direction of the vehicle can be obtained in real time during the driving process of the vehicle. Once it is detected that there is an abnormal road object in the current driving direction that may produce an impact force greater than the impact force threshold on the wheel, the preview control strategy can be started. The accurate position information of the abnormal road object can be obtained, and the driving trajectory of the vehicle to be controlled in the future period can be predicted to determine whether the wheel will contact the obstacle. Based on the distance between the wheel and the obstacle, the damping force is adjusted in advance to ensure that the suspension has entered a suitable damping state before the wheel actually touches the abnormal road object, thereby significantly reducing the impact force obtained when the wheel contacts the abnormal road object, so that it is guaranteed to be below the impact force threshold, and optimize the comfort and handling stability of the vehicle when passing through the abnormal road object. In this embodiment, by combining the abnormal road object with the wheel driving state, the "forward-looking" adjustment of the damping force of the suspension is realized, which means that the suspension control of the vehicle has crossed from passive response to active preview, achieving the purpose of effectively improving the driving experience, thereby achieving the technical effect of improving the control effect of the vehicle, and solving the technical problem of poor control effect of the vehicle.

[0083] The following further describes the process of adjusting the damping force of the wheel based on the current distance before the wheel reaches the abnormal road surface object in this embodiment.

[0084] As an optional implementation method, step S108, based on the current distance, starts to adjust the damping force corresponding to the wheel before the wheel travels to the abnormal road surface object, including: determining the target time required for the wheel to travel the current distance from the current moment; based on the target time, activating the damping force adjustment function corresponding to the wheel, wherein the damping force adjustment function is used to represent the rule for adjusting the damping force corresponding to the wheel; before the wheel travels to the abnormal road surface object, starts to adjust the damping force corresponding to the wheel under the activated damping force adjustment function.

[0085] In an embodiment, in the process of adjusting the damping force corresponding to the wheel based on the current distance before the wheel travels to the abnormal road surface object, the target time required for the wheel to travel the current distance from the current moment can be determined. The damping force adjustment function corresponding to the wheel can be activated based on the target time. Before the wheel travels to the abnormal road surface object, the activated damping force adjustment function can be used to adjust the damping force corresponding to the wheel. The target time can be the time between the vehicle traveling from the current position to the abnormal road surface object, that is, the remaining time for the wheel to touch the obstacle, and can also be called the time to travel the remaining distance from the obstacle to the wheel. The damping force adjustment function can be used to represent the rules for adjusting the damping force corresponding to the wheel, and can also be called a preview function, a suspension preview control function, that is, CDC control (CDC preview control) can be performed using this function.

[0086] Optionally, in the process of pre-adjusting the damping force corresponding to the wheel before the wheel travels to the abnormal road surface object based on the current distance, determining the target duration and activating the damping force adjustment function are key steps to ensure that the pre-adjustment effect accurately matches the vehicle driving state.

[0087] Optionally, the target duration is calculated based on the vehicle's current speed, acceleration, and the current distance between the wheel and the obstacle. The accuracy of the target duration is critical to the timing of activating the pre-adjustment function, ensuring that the adjustment of the damping force coincides with the moment when the wheel contacts the obstacle, thereby achieving the most effective impact force management. Once the target duration is determined, the CDC system will activate the damping force adjustment function corresponding to the wheel and prepare to pre-adjust the damping force. The activation of this function is usually based on the target duration calculated above, as well as preset damping force adjustment start conditions. For example, when the target duration is shortened to a preset threshold, the preview function will be activated to begin adjusting the damping force corresponding to the wheel.

[0088] Optionally, after the preview function is activated, the CDC system will begin to use this function to pre-adjust the damping force according to the vehicle's driving status and obstacle characteristics. The pre-adjustment strategy may include a soft damping stage and a hard damping stage. The soft damping is designed to reduce the impact when the wheel first contacts the obstacle, while the hard damping quickly suppresses the aftershock after the wheel passes the highest point of the obstacle to ensure a smooth transition of the vehicle. The damping force adjustment within the target duration is not static, but dynamically matched to the vehicle's driving status (speed, direction, etc.). The CDC system can monitor the vehicle status in real time, combine obstacle information, and dynamically adjust the damping force to adapt to changing driving conditions and ensure that the damping force adjustment effect is maximized.

[0089] In the embodiment of the present invention, the pre-adjusted damping force strategy may need to be adjusted in the face of obstacles of different shapes, sizes and heights. The CDC system can have the ability to intelligently identify the type of obstacle, and adjust the switching time and intensity of soft damping and hard damping in a timely manner according to the characteristics of the obstacle to adapt to the diverse obstacle conditions and provide a consistent driving experience. By pre-adjusting the damping force based on the target duration, the impact force of the vehicle when passing through an obstacle can be significantly reduced, the driving comfort can be improved, and the vehicle handling stability and safety can be optimized.

[0090] In summary, in the process of pre-adjusting the damping force corresponding to the wheel based on the current distance, determining the target duration and activating the damping force adjustment function at the right time is the key to ensuring that the pre-adjustment strategy is accurately matched with the vehicle's driving state. The above process not only improves the driving experience and control safety of the vehicle when passing through complex road conditions, but also realizes more intelligent, comfortable and safe vehicle suspension control.

[0091] The following further describes the process of how to activate the damping force adjustment function corresponding to the wheel based on the target duration in this embodiment.

[0092] As an optional implementation method, based on the target duration, the damping force adjustment function corresponding to the wheel is activated, including: in response to the target duration being less than a first duration threshold, the damping force adjustment function is activated at the current moment, wherein the current moment is the moment before the wheel travels to the abnormal road surface object.

[0093] In an embodiment, in the process of activating the damping force adjustment function corresponding to the wheel based on the target duration, when the target duration is less than the first duration threshold, the damping force adjustment function can be activated at the current moment, wherein the current moment can be the moment before the wheel travels to the abnormal road surface object. The first duration threshold can be a preset duration, for example, it can be preset to 0.1s, which is only for example and not specifically limited.

[0094] Optionally, in the process of activating the damping force adjustment function corresponding to the wheel based on the target duration, setting a first duration threshold as an emergency condition for activating the damping force adjustment is a key measure to ensure that the vehicle suspension system can respond to obstacles ahead in a timely manner, reduce impact, and improve driving safety.

[0095] Optionally, the first duration threshold refers to a preset time limit. When the remaining time (target duration) for the wheel to touch the obstacle is less than the first duration threshold, the CDC system will immediately activate the damping force adjustment function. The setting of the first duration threshold is usually based on a comprehensive consideration of the response time of the vehicle suspension system, the impact characteristics of the obstacle, and the safety and comfort of the driver, to ensure that in an emergency, the CDC system can respond quickly and reduce possible impact effects. When the target duration is shortened to below the first duration threshold, it indicates that the vehicle is about to approach the obstacle quickly and may not be able to adjust the damping force according to the conventional pre-adjustment process. At this time, the CDC system immediately activates the damping force adjustment and adopts an immediate damping force management strategy to cope with the upcoming impact. The above-mentioned immediate response mechanism is particularly important for avoiding unexpected impacts, especially when driving at high speeds or when obstacles suddenly appear.

[0096] In the embodiment of the present invention, by setting the first duration threshold and immediately activating the damping force adjustment function when the target duration is lower than the first duration threshold, the CDC system can effectively respond to the impact of obstacles in emergency situations and improve driving safety. At the same time, the instant damping force adjustment can also reduce the bumpy feeling when the vehicle passes through obstacles and improve driving comfort, especially in scenarios where the vehicle is driving at high speed or the driver has high requirements for vehicle control.

[0097] The following further describes how to activate or terminate the damping force adjustment function of this embodiment.

[0098] As an optional implementation mode, in the process of activating the damping force adjustment function at the current moment, the method also includes: determining the duration of activating the damping force adjustment function; in response to the duration being greater than a second duration threshold, ending the activation of the damping force adjustment function at the current moment; in response to the duration being less than or equal to the second duration threshold and the adjusted wheel has passed through an abnormal road surface object, ending the activation of the damping force adjustment function at the current moment; in response to the duration being less than or equal to the second duration threshold and the adjusted wheel has not passed through an abnormal road surface object, continuing to activate the damping force adjustment function at the current moment.

[0099] In an embodiment, in the process of activating the damping force adjustment function at the current moment, the duration of activating the damping force adjustment function can also be determined. If the duration is greater than the second duration threshold, the activation of the damping force adjustment function can be terminated at the current moment. If the duration is less than or equal to the second duration threshold, and the adjusted wheel has passed the abnormal road surface object, the damping force adjustment function can be terminated at the current moment. If the duration is less than or equal to the second duration threshold, and the adjusted wheel has not passed the abnormal road surface object, the damping force adjustment function can continue to be activated. Among them, the second duration threshold can be a critical value of the duration of activation of the preview function, and can be a pre-set duration, for example, it can be set to 2s. This is only for example, and no specific restrictions are imposed on the setting method and size of the second duration threshold.

[0100] Optionally, controlling the duration of activation of the damping force adjustment function is an important mechanism to ensure that the suspension system response is neither excessive nor insufficient. The above method can dynamically manage the duration of the damping force adjustment in complex road conditions by setting the second duration threshold to achieve appropriate vehicle performance and driving experience.

[0101] Optionally, the second duration threshold (for example, set to 2 seconds) is a time limit set for the damping force adjustment function, which is intended to prevent the damping force adjustment from lasting too long, thereby avoiding improper impact on the normal driving, energy consumption management and subsequent suspension functions of the vehicle. When the activation duration of the damping force adjustment function exceeds the second duration threshold, the CDC system will automatically end the adjustment function, regardless of whether the wheel has completely passed the obstacle, which can effectively prevent the damping force adjustment from continuing unnecessarily, ensuring a smooth transition of the vehicle and efficient use of energy.

[0102] Optionally, if the duration of damping force adjustment is less than or equal to the second duration threshold, and the wheel has safely passed the abnormal road surface object, the damping force adjustment function will be terminated to avoid unnecessary impact of excessive damping force setting on subsequent driving. If the duration is less than or equal to the second duration threshold, but the wheel has not passed the obstacle, the CDC system will continue to activate the damping force adjustment function to ensure that the entire process of passing the obstacle can be effectively managed, thereby improving the driving experience and vehicle handling stability.

[0103] In the embodiment of the present invention, by reasonably controlling the duration of the damping force adjustment, the CDC system can effectively reduce the impact of the vehicle passing through obstacles, and improve driving comfort and handling stability. The timely completion of the damping force adjustment avoids unnecessary energy consumption, while ensuring the normal operation of the suspension system, which helps to optimize the overall performance of the vehicle, especially in continuous obstacles and high-speed driving scenarios. By combining the setting of the second duration threshold with the dynamic management of the duration, the CDC system can more finely manage the suspension damping characteristics of the vehicle when passing through obstacles, providing the driver with a smoother and safer driving experience.

[0104] The following further describes the process of how to determine the target time required for the wheel to travel the current distance from the current moment in this embodiment.

[0105] As an optional implementation method, determining the target time required for the wheel to travel the current distance from the current moment includes: in response to the current distance being less than a distance threshold, determining the target time required for the wheel to travel the current distance from the current moment.

[0106] In an embodiment, in the process of determining the target time required for the wheel to travel the current distance from the current moment, if it is determined that the current distance is less than the distance threshold, the target time required for the wheel to travel the current distance from the current moment can be determined. The distance threshold can be used to represent the critical distance from the obstacle to the vehicle, and can be a preset distance length, or a distance length set according to actual control conditions, for example, it can be preset to 3m. It should be noted that the size and setting method of the above distance threshold are only for example purposes and are not specifically limited here.

[0107] Optionally, in order to ensure that the CDC system can accurately and timely identify and store detailed information of obstacles that will affect the vehicle's travel, so as to perform subsequent preview damping control.

[0108] Optionally, the image acquisition device (e.g., camera) carried by the CDC system is set with a specific recognition range, which can effectively capture information about obstacles within a range of 3 to 12 meters ahead. The setting of this recognition range takes into account the vehicle's driving speed, vehicle reaction time, and the accuracy of obstacle recognition, ensuring that the system can accurately obtain the size and position information of the obstacle within a reasonable distance. The size and position information of the obstacle is not fixed after one acquisition. When the vehicle approaches an obstacle, the image of the obstacle in the image acquisition device will also change, so the CDC system can periodically update the coordinate information of the obstacle to reflect its actual position change relative to the vehicle, maintaining the real-time and accuracy of the data.

[0109] Optionally, when the distance from the obstacle to the vehicle is reduced to 3 meters, this distance is regarded as the activation critical point of preview control. The distance of 3 meters provides sufficient reaction time for the CDC system to complete the adjustment preparation of the damping force before the wheel actually contacts the obstacle. When the critical distance is reached, the system will store the obstacle information at this time, including key parameters such as the size (length, width, height), position (X-direction distance, Y-direction offset) and type of obstacle. This information will be used as input for the preview control algorithm for subsequent real-time calculation and dynamic adjustment.

[0110] Optionally, the stored obstacle information is the key basis for the preview control function to trigger and adjust the suspension damping force in advance. The system calculates the most appropriate damping force setting based on the size, shape and distance of the obstacle to optimize the comfort and stability of the vehicle when passing the obstacle. By accurately recording the obstacle information, the system can respond promptly when the vehicle approaches the obstacle, avoiding or reducing the impact when the wheel contacts the obstacle, thereby improving the driver's driving safety and riding comfort experience.

[0111] For example, when the camera recognizes an obstacle ahead, it can start to regularly update the size and position information of the obstacle. As the vehicle approaches, when the distance from the obstacle to the vehicle enters the preset critical range (3 meters), the CDC system automatically captures and stores the current obstacle information. The stored information will be used for subsequent preview control, including calculating the remaining distance and time for the wheel to touch the obstacle, and the advance adjustment of the damping force.

[0112] Optionally, the main task of the preview function trigger is to calculate the real-time distance from the obstacle to the wheel and predict the remaining time for the wheel to touch the obstacle when it is determined that the wheel is about to pass over the obstacle and the obstacle is within the critical range from the vehicle, and then decide whether to activate the preview damping control function. The above process is crucial to achieving comfort and safety when the vehicle passes through obstacles.

[0113] Optionally, the triggering of the preview function can depend on the distance between the obstacle and the vehicle being reduced to within the critical distance (3 meters) monitored by the camera. The setting of this distance takes into account the vehicle's driving speed, the recognition accuracy of the obstacle and the system response time, ensuring that the CDC system can respond in time when the vehicle approaches the obstacle. The CDC system can also determine whether the wheel will run over the obstacle, that is, the wheel's driving trajectory intersects with the position of the obstacle, ensuring that the preview control function is only activated when it is really needed, avoiding unnecessary energy consumption and CDC system misoperation.

[0114] Optionally, after the trigger condition is met, the CDC system can calculate the actual distance from the obstacle to the left and right wheels in real time. This calculation is based on the instantaneous position of the wheel, the vehicle's speed, and the coordinate information of the obstacle. At the same time, the CDC system can also estimate the remaining time for the wheel to touch the obstacle. This usually involves the current speed of the vehicle, the real-time distance from the wheel to the obstacle, and possible changes in the vehicle's driving state, such as acceleration, deceleration, or steering. The accuracy of the remaining time prediction is crucial to the success of preview control.

[0115] Optionally, based on the calculated real-time distance and remaining time, the CDC system can determine a preview function activation flag. This flag is used to indicate when the CDC system should start adjusting the damping force of the electronically controlled suspension to prepare for the upcoming obstacle impact. The activation of the preview function is not based on a single condition, but a decision made after comprehensively considering multiple information such as obstacle distance, wheel contact prediction, and vehicle driving status. The CDC system can set a reasonable logic to ensure that the preview control is activated at the right time before the wheel is about to contact the obstacle, neither too early (resulting in unnecessary damping adjustment) nor too late (failure to effectively reduce the impact caused by the obstacle).

[0116] In the embodiment of the present invention, the CDC system continuously monitors the obstacle distance and wheel driving trajectory, and when it is determined that the wheel is about to contact the obstacle and the distance meets the trigger condition, it calculates the real-time distance and remaining time from the wheel to the obstacle. According to the above calculation results, the system dynamically adjusts the activation flag of the preview function, so as to start the preview damping control at a reasonable time point before the wheel contacts the obstacle, reduce the bumpy feeling of the vehicle when passing the obstacle, improve driving comfort and safety, and optimize the vehicle handling performance.

[0117] In summary, the triggering judgment of the preview function is a key step in realizing the preview damping control of the electronically controlled suspension. It is based on the accurate calculation of the real-time distance and remaining time of the obstacle, combined with the vehicle's driving status, and intelligently activates the preview control, providing a smoother and safer driving experience for the vehicle under complex road conditions.

[0118] For example, if a vehicle is moving forward and encounters an obstacle in its direction of travel, the remaining distance from the obstacle to the left and right front wheels of the vehicle can be calculated using the following formula:

[0119]

[0120]

[0121] in, It can be used to indicate the remaining distance from the obstacle to the left front wheel (also called the left front wheel); It can be used to indicate the distance from the obstacle to the fixed point (fix) of the left front wheel; Can be used to indicate the wheel speed of the left front wheel; Can be used to indicate the sideslip angle of the left front wheel; It can be used to indicate the angle between the wheel speed of the left front wheel and the x direction; It can be used to indicate the remaining distance from the obstacle to the right front wheel (right front wheel); It can be used to indicate the distance from the obstacle to the fix of the right front wheel; Can be used to indicate the wheel speed of the right front wheel; Can be used to indicate the sideslip angle of the right front wheel; It can be used to indicate the angle between the wheel speed of the right front wheel and the x direction.

[0122] For example, if the above or If one of the two is less than the distance threshold, the remaining time from the obstacle to the left and right front wheels can be calculated in real time using the following formula:

[0123]

[0124]

[0125] in, Can be used to indicate the remaining time from the obstacle to the left front wheel; Can be used to indicate the wheelbase of the front and rear axles; Can be used to indicate the remaining time from the obstacle to the right front wheel.

[0126] The following further describes the process of how to adjust the damping force corresponding to the wheel before the wheel travels to the abnormal road surface object in this embodiment.

[0127] As an optional implementation method, before the wheel travels to the abnormal road surface object, the damping force corresponding to the wheel is adjusted under the activated damping force adjustment function, including: before the wheel travels to the abnormal road surface object, the damping force corresponding to the wheel is adjusted to the first target damping force in the soft damping control mode under the activated damping force adjustment function.

[0128] In an embodiment, before the wheel travels to the abnormal road surface object, in the process of adjusting the damping force under the activated damping force adjustment function, the damping force corresponding to the wheel can be adjusted to the first target damping force under the soft damping control mode under the activated damping force adjustment function. The soft damping (Soft) control mode focuses on improving ride comfort. In this mode, the damping force of the suspension system is set at a lower level, which means that when the vehicle encounters road bumps or travels on uneven roads, the suspension can absorb vibrations more gently, reduce the impact transmitted to the cabin, and make the ride experience smoother.

[0129] Optionally, when the preview function flag is activated and the front wheel preview control function is triggered, the above process involves dynamic adjustment of the CDC shock absorber damping force to optimize the impact experience when the vehicle passes through obstacles such as speed bumps.

[0130] Optionally, when the CDC system recognizes that the preview function needs to be activated, that is, when the front wheel is about to contact an obstacle, the shock absorber of the front wheel is first adjusted to the Soft mode. In the soft damping mode, the damping force of the shock absorber is smaller, which means that when the wheel first contacts the obstacle, the suspension system can absorb more impact energy, thereby reducing the bumpy feeling and impact force at the moment of contact between the wheel and the obstacle. The focus of this stage is to enhance the softness of the impact contact, reduce the initial impact felt by passengers and drivers, and improve driving comfort.

[0131] The following further describes the situation in which the soft damping control model of this embodiment switches to the hard damping control mode.

[0132] As an optional embodiment, the method also includes: in response to the wheel passing the highest point of the abnormal road surface object and before the wheel touches the road surface of the current road on which the vehicle is located, switching the soft damping control mode to the hard damping control mode; adjusting the first target damping force to the second target damping force under the hard damping control mode.

[0133] In an embodiment, when the wheels pass the highest point of an abnormal road surface object and before the wheels touch the road surface of the current road where the vehicle is located, the soft damping control mode can be switched to the hard damping control mode, and the first target damping force can be adjusted to the second target damping force in the hard damping control mode, wherein the hard damping (Hard) control mode is more focused on improving driving controllability and stability. In this mode, the damping force of the suspension system is set at a higher level, which enables the suspension to provide stronger support when the vehicle passes the highest point of the obstacle and touches the ground, reducing body roll and shaking, and improving the vehicle's response speed and control accuracy.

[0134] Optionally, it is common for a vehicle to encounter obstacles (such as speed bumps, potholes, bumps, etc.) during driving. The presence of these obstacles will significantly affect the driving quality of the vehicle, especially the comfort and handling stability. The CDC system is an effective means to deal with the above problems by monitoring the vehicle status in real time and dynamically adjusting the damping strength of the shock absorber as needed.

[0135] Optionally, in the Soft stage, when the vehicle approaches an obstacle, the CDC system will pre-set the CDC shock absorber to the Soft stage, i.e., the soft damping mode. In this mode, the damping force of the shock absorber is smaller, allowing the vehicle body to have greater vertical movement. The purpose of this is to absorb more impact energy when the wheel first contacts the obstacle, reduce the intensity of the initial impact, and improve ride comfort. The damping adjustment in the Soft stage is usually performed in advance before the wheel contacts the obstacle to ensure that the vehicle can smoothly transition to the obstacle.

[0136] Optionally, in the Hard stage, when the wheel contacts the obstacle and begins to pass its highest point, the CDC system will quickly switch to the Hard stage, that is, adjust the shock absorber to the hard damping mode. In the hard damping mode, the shock absorber provides a greater damping force, which can more effectively suppress the residual vibration after the wheel touches the ground, prevent excessive shaking of the vehicle body, and ensure the handling stability of the vehicle. This rapid damping force adjustment not only reduces the aftershock after the impact, but also helps the vehicle return to a stable driving state faster, which is especially important for high-speed driving or large obstacles, and can significantly improve the driving experience.

[0137] Optionally, by dynamically adjusting the damping force of the shock absorber between the Soft stage and the Hard stage, the system can accurately control the impact intensity and residual vibration when the vehicle passes an obstacle. The Soft stage absorbs the initial impact, and the Hard stage suppresses the residual vibration after touching the ground. The combination of the two can maintain the vehicle's handling stability while ensuring comfort. The optimization of this damping adjustment strategy requires comprehensive consideration of factors such as the vehicle's driving speed, the characteristics of the obstacle (such as height and shape), and the dynamic response of the vehicle (such as steering angle and speed changes) to ensure that the required impact comfort can be achieved under various driving conditions.

[0138] In the embodiment of the present invention, by switching between the Soft stage and the Hard stage in real time and intelligently, the intensity of the initial impact and the control of the residual vibration after the ground contact are effectively balanced, and the driving quality of the vehicle when encountering obstacles is significantly improved. Through the above method, not only the discomfort of passengers when passing through obstacles is reduced, but also the control stability and safety of the vehicle under complex road conditions are guaranteed.

[0139] Optionally, as the vehicle continues to move forward, when the wheels pass the highest point of the obstacle and before the wheels touch the ground, the CDC system can automatically switch the front wheel shock absorber to Hard mode. In Hard mode, the shock absorber provides a larger damping force, which is used to quickly suppress the residual vibration after the wheel touches the ground and prevent the body from shaking or bouncing too much after the obstacle passes. The purpose of this stage is to optimize the impact convergence performance, that is, to ensure that the wheel can quickly return to a stable state after passing the obstacle, reduce subsequent body shaking, and improve handling stability.

[0140] Optionally, once the front wheels have completely passed the obstacle, the CDC system can exit the preview control mode and restore the damping force of the CDC shock absorber to the setting under normal driving conditions. This exit mechanism is based on feedback from the actual driving state of the vehicle, ensuring that after the impact of the obstacle ends, the vehicle suspension system can quickly adapt to normal driving and avoid unnecessary hard damping state to maintain the normal comfort and handling of the vehicle.

[0141] In an embodiment of the present invention, the activation of preview control depends on the accurate identification of obstacles, including their position, size and type. Data processing of on-board cameras and other sensors is the basis for realizing this function, ensuring that the CDC system can obtain detailed information of obstacles in a timely manner. The CDC system can monitor the position and speed of the wheels in real time to accurately predict the moment when the wheels contact the obstacles and the moment before the wheels touch the ground from the highest point of the obstacles. This requires the system to have a high degree of real-time processing capability and accurate vehicle state perception capability. The switch from the Soft stage to the Hard stage requires an intelligent algorithm based on the vehicle's driving speed, obstacle characteristics and vehicle dynamic response. The CDC system can accurately calculate the timing and degree of adjustment of the damping force based on the above complex factors to achieve a suitable impact softness and convergence performance. When switching from the Soft stage to the Hard stage, and when exiting the preview control after the obstacle passes, the CDC system needs to have a smooth transition strategy to avoid sudden changes in the damping force that lead to deterioration of vehicle handling or comfort.

[0142] In summary, through the above-mentioned pre-aiming CDC damping control method, the shock absorber damping force is dynamically adjusted at different stages before and after the obstacle contact, which not only significantly reduces the impact at the initial contact, but also effectively controls the residual vibration after touching the ground, thereby improving the comprehensive driving quality of the vehicle when passing through obstacles.

[0143] The process of how to switch the soft damping control mode to the hard damping control mode in this embodiment is further described below.

[0144] As an optional implementation method, the soft damping control mode is switched to the hard damping control mode, including: in response to the height value of the suspension being less than a height threshold and the minimum height value of the suspension remaining unchanged within a target time period, the soft damping control mode is switched to the hard damping control mode; in response to the duration of activating the damping force adjustment function being greater than a calibrated duration, the soft damping control mode is switched to the hard damping control mode.

[0145] In an embodiment, in the process of switching the soft damping control mode to the hard damping control mode, if the height value of the suspension is less than the height threshold value, and the minimum height value of the suspension remains unchanged within the target time period, the soft damping control mode can be switched to the hard damping control mode. In the case where the duration of activation of the damping force adjustment function is greater than the calibration duration, the soft damping control mode can be switched to the hard damping control mode. The height threshold value can be the average height of the suspension within a certain period of time. The minimum height value can be the real-time minimum height value of the suspension. The duration can be the duration of activation of the damping force adjustment function.

[0146] Optionally, the timing of activating the hard damping mode (i.e., SetHard) control is critical to optimizing the driving experience and safety of the vehicle when passing through obstacles. The embodiment of the present invention can develop an intelligent SetHard control activation logic by monitoring and analyzing the change of the suspension height, combined with the continuous activation state of the preview function.

[0147] Optionally, after the preview function is activated, the CDC system will collect suspension height data in real time and calculate the average suspension height within a certain time range. This average value reflects the normal height of the suspension when the vehicle approaches an obstacle, providing a benchmark for subsequent analysis of suspension height changes. The CDC system also continuously monitors the lowest value of the suspension height, that is, the real-time minimum height value. When the wheel contacts the obstacle and begins to pass its highest point, the suspension height will reach a local minimum. This feature is used to determine whether the wheel has reached or is about to reach the highest point of the obstacle. After the preview function is activated, the CDC system can record the duration of the function. This time record is used for timeout protection to ensure that SetHard activation is completed within a certain time to avoid control failure due to recognition or processing delays.

[0148] In an embodiment of the present invention, three conditions can be set, for example, they can be respectively expressed as C1 condition, C2 condition and C3 condition, and the control of SetHard is activated by the satisfaction degree of the above three conditions. Among them, the C1 condition can be that the actual height of the suspension is less than the calculated average height. This condition indicates that the wheel is undergoing a vertical upward jump process, that is, moving from a smooth road surface to the highest point of the obstacle, the suspension is compressed, and the height value decreases. This usually occurs before the wheel is about to contact the obstacle, indicating that the SetHard control needs to be prepared to start. The C2 condition can be that the minimum height value of the suspension remains unchanged for a period of time. This means that the wheel has reached or is passing the highest point of the obstacle, because after reaching the highest point, the suspension height will temporarily remain at a low point until the wheel begins to drop from the highest point. This signal is a key trigger condition for switching to the Hard damping mode, indicating that the wheel contact point has or is about to leave the highest position of the obstacle, and immediate shock absorption is required to suppress subsequent aftershocks. The C3 condition can be that the preview function is activated for a certain period of time. This condition serves as a timeout protection mechanism to ensure that the SetHard control will not wait indefinitely or be triggered by mistake due to abnormal conditions. If the C1 and C2 conditions are not met within the preset time, the CDC system will automatically deactivate SetHard to avoid invalid or potentially harmful control operations.

[0149] Optionally, the activation logic of SetHard control is based on the logical AND (&&) of the C1 and C2 conditions and the logical OR (||) of the C3 condition. This means that the CDC system will activate SetHard control only when the suspension height is less than the average height (C1) and the minimum suspension height remains unchanged (C2), or the preview function activation time exceeds the preset threshold (C3). This logic not only ensures the timely start of SetHard control, but also takes into account timeout protection to avoid misoperation, reflecting the robustness and reliability of intelligent control. That is, if the condition (C1&&C2)||C3 is met, SetHard control is activated.

[0150] In the embodiment of the present invention, the activation logic of SetHard control is based on real-time monitoring and intelligent analysis of the height change characteristics of the vehicle suspension. By comprehensively considering the C1, C2 and C3 conditions, it ensures that the hard damping control can be started in time before and after the wheel touches the highest point of the obstacle, effectively suppressing the impact residual vibration and improving driving comfort and vehicle handling stability.

[0151] The following further describes the process of how to obtain the position information of abnormal road surface objects in this embodiment.

[0152] As an optional implementation manner, step S104, obtaining the position information of the abnormal road surface object, includes: determining the body coordinate system of the vehicle to be controlled; and determining the vertex position information of the abnormal road surface object in the body coordinate system.

[0153] In an embodiment, in the process of obtaining the position information of the abnormal road surface object, the body coordinate system of the vehicle to be controlled can be determined. The vertex position information of the abnormal road surface object in the body coordinate system can be determined. Among them, the vertex position information can also be called vertex coordinates or obstacle coordinate points. The body coordinate system can also be called a vehicle coordinate system.

[0154] Optionally, based on the obstacle information recognized by the on-board camera, the coordinates of each vertex of the obstacle are accurately calculated in the vehicle coordinate system to provide basic data for subsequent driving trajectory prediction and preview control.

[0155] Optionally, obtain the vehicle coordinate system and the coordinates of the obstacle center point in the vehicle coordinate system Based on the size of the obstacle, the vertex coordinates of each vertex of the obstacle in the vehicle coordinate system are determined.

[0156] Optionally, the CDC system may include an obstacle coordinate point calculation module, the main task of which is to accurately calculate the coordinates of each vertex of the obstacle in the vehicle coordinate system based on the obstacle information recognized by the on-board camera, thereby providing basic data for subsequent driving trajectory prediction and preview control.

[0157] Optionally, the origin of the vehicle body coordinate system is usually selected at the center of gravity of the vehicle, or sometimes at the center point of the front axle, or the center point of the rear axle, depending on the specific application and analysis requirements. In an embodiment of the present invention, the center of gravity of the vehicle can be selected as the origin to help simplify the vehicle dynamics model, because most vehicle dynamics calculations are performed around the center of gravity. The x-axis (longitudinal axis), the x-axis is usually along the direction of travel of the vehicle, and the positive direction points to the front of the vehicle. This means that when the vehicle is moving forward, the positive direction of the x-axis is consistent with the direction of movement of the vehicle. In a multi-axle vehicle, the x-axis is usually parallel to the center lines of all axes. The y-axis (lateral axis), the y-axis is perpendicular to the x-axis and points to the right side of the vehicle.

[0158] It should be noted that the above-mentioned setting of the origin, x-axis and y-axis of the vehicle body coordinate system is only for illustration and no specific limitation is imposed here.

[0159] For example, the center point of the rear axle is used as the origin of the coordinate axis, the x-axis is along the direction of the vehicle, and the y-axis is perpendicular to the x-axis and points to the right side of the vehicle. If the obstacle has four vertices, the coordinates of the four vertices of the obstacle can be determined by the following formula:

[0160]

[0161]

[0162] in, Can be used to represent the x-axis coordinate of the first vertex of the obstacle; Can be used to represent the x-axis coordinate of the center point of the obstacle; Can be used to indicate the width of an obstacle; Can be used to represent the x-axis coordinate of the second vertex of the obstacle; Can be used to represent the x-axis coordinate of the third vertex of the obstacle; Can be used to represent the x-axis coordinate of the fourth vertex of the obstacle; Can be used to represent the y-axis coordinate of the first vertex of the obstacle; Can be used to represent the y-axis coordinate of the center point of the obstacle; Can be used to indicate the length of an obstacle; Can be used to represent the y-axis coordinate of the second vertex of the obstacle; Can be used to represent the y-axis coordinate of the third vertex of the obstacle; Can be used to represent the y-axis coordinate of the fourth vertex of the obstacle.

[0163] In an embodiment of the present invention, by calculating the coordinates of each vertex of the obstacle, the CDC system can more accurately predict whether the obstacle is on the driving trajectory of the wheel, as well as the relative position of the obstacle and the vehicle. This is crucial for preview control, because only accurate obstacle position information can achieve advance damping force adjustment. The obstacle coordinate information in the vehicle coordinate system will continue to change as the vehicle travels. The calculation results of this module need to be updated in real time during each software operation cycle to ensure the real-time and effectiveness of the preview control. Accurate obstacle vertex coordinate information enables the system to perform more precise damping control based on the size and position of the obstacle, effectively reducing the impact generated when the wheel contacts the obstacle, thereby improving driving comfort and vehicle driving safety.

[0164] In summary, the obstacle coordinate point calculation module is the basis for realizing preview control in the embodiment of the present invention. It calculates the precise position of the obstacle in the vehicle body coordinate system by processing the input information (road information) of the vehicle-mounted camera and combining the driving state of the vehicle, and provides key data for subsequent steps such as wheel driving trajectory calculation, obstacle size and distance information storage, and preview function trigger judgment, thereby realizing smarter and more efficient electronically controlled suspension damping adjustment, and significantly improving the vehicle's driving performance under complex road conditions.

[0165] The following further describes the process of how to determine the driving trajectory of the vehicle to be controlled in the future period of time in this embodiment.

[0166] As an optional implementation method, step S104, determining the driving trajectory of the vehicle to be controlled in a future time period, includes: determining a first boundary line and a second boundary line of the area to be driven by the wheel in the future time period, wherein the first boundary line and the second boundary line are located on both sides of the wheel; and the position between the first boundary line and the second boundary line constitutes the driving trajectory of the wheel.

[0167] In an embodiment, in the process of determining the driving trajectory of the vehicle to be controlled in the future time period, the first boundary line and the second boundary line of the area to be driven by the vehicle in the future time period can be determined. The position between the first boundary line and the second boundary line can constitute the driving trajectory of the wheel, wherein the first boundary line and the second boundary line are located on both sides of the wheel, and the first boundary line can be the left boundary line of the driving trajectory, for example, it can be the left boundary corresponding to the left front wheel (Front Left, referred to as FL), or it can be the left boundary line corresponding to the right front wheel (Front Right, referred to as FR). The second boundary line can be the right boundary line of the driving trajectory, for example, it can be the right boundary line corresponding to the FR wheel, or it can be the right boundary line corresponding to the FL wheel.

[0168] Optionally, the CDC system may also include a wheel driving trajectory calculation module, which plays a vital role in the vehicle control method of the embodiment of the present invention. Its main responsibility is to predict the driving paths of the left and right wheels of the vehicle, and then determine whether obstacles are on these paths, so that the CDC system can respond in advance.

[0169] Optionally, the vehicle driving posture information may include the vehicle speed, steering angle, etc., which reflect the current driving state of the vehicle and possible direction changes. The wheel geometric parameters may include the wheel track, tire width, front and rear axle wheelbase, etc., and the wheel driving trajectory is calculated by the above parameters.

[0170] Optionally, a dynamic equation of the wheel's travel trajectory is established based on the vehicle's driving posture information and wheel geometry parameters, taking into account the vehicle's steering, speed changes, and the movement of the wheels relative to the vehicle body. The left and right boundary line equations of the wheel's travel trajectory are calculated using information such as the vehicle's steering angle, wheel track, and wheelbase. Using the boundary line equations of the wheel's travel and the coordinates and size information of the obstacle's center point, the CDC system determines whether the obstacle is located on the wheel's travel path through geometric operations. Specifically, the CDC system checks whether the coordinates of each vertex of the obstacle meet the conditions in the boundary line equation of the wheel's travel trajectory.

[0171] In the embodiment of the present invention, by accurately predicting the wheel's driving trajectory, the system can determine whether the obstacle ahead is on the wheel's path, thereby triggering the preview control before the wheel actually contacts the obstacle, adjusting the damping force of the electronically controlled suspension in advance, and effectively mitigating the impact. Accurate calculation of the wheel's driving trajectory helps the system make more timely and correct judgments, avoid accidental collisions between the wheel and obstacles, and improve driving safety. Predicting obstacles and adjusting the damping force in advance can reduce bumps and vibrations when the vehicle passes through obstacles, improving ride comfort. At the same time, reasonable damping control also helps maintain the vehicle's handling stability.

[0172] For example, the left and right boundary line equations of the tire's driving trajectory can be determined by the following formula:

[0173] FL left boundary line equation:

[0174] FL right boundary line equation:

[0175] FR left boundary line equation:

[0176] FR right boundary line equation:

[0177] in, Can be used to indicate the wheelbase of the left and right wheels; Can be used to indicate the width of the tire; Can be used to indicate the wheelbase of the front and rear axles; It can be used to indicate the angle between the left front wheel speed and the x direction; It can be used to indicate the angle between the right front wheel speed and the x direction.

[0178] Optionally, in the vehicle control method of the embodiment of the present invention, wheel trajectory calculation is a key step in determining whether an obstacle is on the wheel driving path. Taking the left front wheel (FL) as an example, this process involves determining the geometric relationship between the coordinates of the obstacle vertex and the boundary line of the wheel driving trajectory.

[0179] Optionally, the left and right boundary line equations of the left front wheel driving track are calculated based on the vehicle's driving posture information (such as vehicle speed, steering angle) and wheel geometric parameters (such as wheel width, tire width, wheelbase). The boundary line equation describes the outermost path that the wheel may touch during driving, which provides a basis for determining whether the obstacle is on the wheel driving path. In the obstacle coordinate point calculation module, the four vertex coordinates of the obstacle in the vehicle body coordinate system have been obtained. These coordinates are key data for determining the relationship between the obstacle and the wheel driving track. The CDC system checks whether all the vertex coordinates of the obstacle are located on the left side of the FL wheel left boundary line, or all are located on the right side of the FL wheel right boundary line. If any of the conditions are met, it means that the obstacle is located outside the wheel driving track and will not be directly contacted by the wheel. When the vertex coordinates of the obstacle are neither all located on the left side of the left boundary line nor all located on the right side of the right boundary line, it can be determined that at least part or all of the obstacle is within the driving track of the left front wheel. This means that when the vehicle is driving normally, the left front wheel will come into contact with the obstacle.

[0180] In the embodiment of the present invention, the relationship between the wheel trajectory calculation and the obstacle vertex coordinates is one of the core functions of the preview function of the embodiment of the present invention. The successful implementation of this module enables the system to make decisions in advance and adjust the suspension damping force to provide a smoother and more comfortable driving experience when the vehicle passes through obstacles, while also improving the vehicle's controllability and safety in complex road conditions.

[0181] For example, when the condition [(!C1)&&(!C2)] is met, the left front wheel will run over the obstacle:

[0182] C1: The coordinates of the four vertices of the obstacle are all on the left side of the left boundary line of FL. When the conditions C11&&C12&&C13&&C14 are met, then condition C1 is established;

[0183]

[0184] C2: When the coordinates of the four vertices of the obstacle are all on the right side of the left boundary line of FL and meet conditions C21&&C22&&C23&&C24, condition C2 is established;

[0185] .

[0186] The following further describes the process and specific contents of how to record the attribute information of the abnormal road surface object when the current distance between the vehicle and the abnormal road surface object is less than the distance threshold in this embodiment.

[0187] As an optional embodiment, the method also includes: in response to the current distance being less than a distance threshold, recording attribute information of the abnormal road surface object, wherein the attribute information includes at least one of the following: mark information of the abnormal road surface object, wherein the mark information is used to indicate that the driving trajectory includes position information, or that the driving trajectory does not include position information; target distance of the abnormal road surface object, wherein the target distance includes the maximum distance between the wheel and the abnormal road surface object, and / or the minimum distance between the wheel and the abnormal road surface object; size information of the abnormal road surface object.

[0188] In an embodiment, if the current distance is less than the distance threshold, the attribute information of the abnormal road surface object may be recorded, wherein the attribute information may also be referred to as obstacle information, and may include the sign information, target distance, and size information of the abnormal road surface object. The representation information may be used to indicate whether the driving trajectory includes position information or does not include position information, that is, whether the wheel will pass over the identification position of the obstacle. The target distance may include the maximum distance between the wheel and the abnormal road surface object, or the minimum distance between the two. The size information may be the size of the obstacle, for example, it may include the length, width, and height of the obstacle.

[0189] Optionally, when the vehicle's on-board sensors (such as cameras, radars, etc.) identify the presence of abnormal road objects in front (such as speed bumps, potholes, bumps, etc.), and confirm that the object is less than a preset distance threshold from the vehicle, and it is determined that the vehicle will run over the obstacle, it can start recording and processing the attribute information of these abnormal road objects.

[0190] Optionally, the obstacle flag is a status indicator used in the vehicle control system to indicate whether an obstacle is detected ahead. In the perception system of a smart car or an autonomous vehicle, the on-board sensors (such as cameras, radars, lidars, etc.) continuously monitor the vehicle's surroundings. When the sensor identifies an obstacle ahead, the system sets a flag, usually a binary bit signal, to indicate this state. For example, when the on-board sensor does not detect an obstacle ahead, the flag is usually set to "0x0", indicating the "Not Active" state. When the sensor detects an obstacle, and the obstacle is located on the vehicle's driving path and is less than a certain threshold from the vehicle, the system sets the obstacle flag to "0x1", indicating the "Active" state. This change in state will trigger further processing of the vehicle control system, such as calculating the properties of the obstacle (size, shape, distance, etc.), predicting the relative motion between the vehicle and the obstacle, and calling the corresponding control strategy (such as preview suspension control, emergency braking, etc.) to deal with the obstacle.

[0191] Optionally, in the electronically controlled suspension system, when the obstacle marker is activated, the system will start calculating the moment when the wheel contacts the obstacle and adjust the suspension damping force in advance to reduce the impact when passing through the obstacle, improving driving comfort and vehicle handling. For autonomous vehicles, the obstacle marker is an important output of the vehicle perception system, which helps the vehicle to plan the path, adjust the speed and formulate obstacle avoidance strategies to ensure safe driving. In semi-autonomous driving or assisted driving systems, the activation of the obstacle marker can trigger the vehicle to issue a warning to the driver, or automatically take safety measures such as emergency braking to prevent collisions.

[0192] Optionally, the target distance refers to the relative distance between the vehicle and the abnormal road object, which can be the maximum distance, minimum distance or remaining distance depending on the specific application. In preview control, the distance between the wheel and the obstacle from the current moment to the time when the wheel is expected to contact the obstacle. This information is crucial to determine when to start adjusting the damping force, ensuring that the suspension system has been adjusted to a suitable state before the wheel contacts the obstacle.

[0193] Optionally, the size information includes the length, width and height of the obstacle, which are key parameters in preview control. Accurate acquisition of size information helps the system accurately calculate the impact force when the wheel lands, thereby optimizing the damping force adjustment strategy. For example, a tall and wide obstacle may require stronger hard damping control to reduce vehicle shaking and ensure handling stability; while a short or narrow obstacle may be more suitable for soft damping control to improve ride comfort.

[0194] In the embodiment of the present invention, the property information of abnormal road objects, including sign information, target distance and size information, and the identification position of whether the wheel will run over the obstacle, is recorded and processed, forming the basis for the preview control decision. By combining the vehicle's current speed, steering angle and other driving status data, the system can intelligently adjust the suspension damping to minimize the impact of road obstacles while maintaining vehicle controllability and ride comfort.

[0195] In an embodiment of the present invention, in order to ensure the driving stability of the vehicle when passing through an abnormal road surface object (obstacle), the road information in the current driving direction of the vehicle can be obtained in real time during the driving process of the vehicle. Once it is detected that there is an abnormal road surface object in the current driving direction that may produce an impact force greater than the impact force threshold on the wheel, the preview control strategy can be started. The accurate position information of the abnormal road surface object can be obtained, and the driving trajectory of the vehicle to be controlled in the future period can be predicted to determine whether the wheel will contact the obstacle. Based on the distance between the wheel and the obstacle, the damping force is adjusted in advance to ensure that the suspension has entered a suitable damping state before the wheel actually touches the abnormal road surface object, thereby significantly reducing the impact force obtained when the wheel contacts the abnormal road surface object, ensuring that it is below the impact force threshold, and optimizing the comfort and handling stability of the vehicle when passing through the abnormal road surface object. In this embodiment, by combining the abnormal road surface object with the wheel driving state, the "forward-looking" adjustment of the damping force of the suspension is achieved, which means that the suspension control of the vehicle has crossed from passive response to active preview, achieving the purpose of effectively improving the driving experience, thereby achieving the technical effect of improving the control effect of the vehicle and solving the technical problem of poor control effect of the vehicle.

[0196] The technical solution of the embodiment of the present invention is illustrated below in conjunction with preferred implementation modes.

[0197] At present, the CDC electronically controlled suspension system currently equipped on vehicles is designed to improve the vehicle's driving performance under different road conditions. By real-time monitoring of the vehicle's driving status, such as vehicle acceleration, wheel movement relative to the vehicle body, and the vehicle's dynamic response, the CDC system can dynamically adjust the damping characteristics of the shock absorber to reduce vehicle vibration and improve handling stability. This damping force adjustment is usually achieved by controlling the solenoid valve in the shock absorber to change the flow resistance of the hydraulic oil, thereby changing the suspension damping effect.

[0198] However, when the vehicle encounters certain obstacles, such as speed bumps, the performance of the existing CDC system may not be ideal. The sudden appearance of obstacles such as speed bumps will cause the wheels to instantly bear a large vertical force. Even if the CDC system can adjust the damping at the moment the wheel passes the obstacle, due to a certain delay in the adjustment, this instantaneous impact force may still be transmitted to the vehicle body, causing discomfort to the driver and passengers and reducing the driving experience.

[0199] Optionally, in the related art, when dealing with obstacles such as speed bumps, the presence of obstacles is mainly identified by the significant change in the wheel vertical acceleration signal when the front wheel of the vehicle passes through the obstacle. This identification mechanism is based on real-time monitoring of the dynamic response of the wheel when it contacts the ground. When the wheel encounters a protruding obstacle such as a speed bump, the relative movement between the wheel and the vehicle body (i.e., the vertical movement of the wheel) will increase sharply, causing the wheel vertical acceleration signal to jump. At this time, the CDC system uses this change as a trigger signal and adjusts the damping force of the rear axle shock absorber to try to reduce the impact of the remaining part of the vehicle passing through the obstacle, thereby improving the vehicle's driving smoothness and passenger comfort.

[0200] Although the above method can alleviate the subsequent body vibration to a certain extent, it has obvious limitations and shortcomings. Specifically, since the CDC system starts to adjust the damping only after the front wheel has touched the obstacle and has produced a significant acceleration change, this post-strike control strategy will inevitably have a time delay. Therefore, the impact of the front wheel at the moment of touching the obstacle cannot be effectively suppressed, resulting in a decline in driving experience, especially when driving at high speed or when the obstacle is high, the initial impact is particularly strong. Although the damping adjustment of the rear axle shock absorber can reduce the subsequent body vibration, it is powerless to control the impact force when the front wheel touches the obstacle. This not only affects driving comfort, but may also cause additional load on the mechanical structure of the vehicle, which may affect the service life of the vehicle in the long run. It only relies on the jump signal of the vertical acceleration of the wheel, and fails to make full use of other potential information sources, such as the vehicle's driving speed, direction, and the characteristics of the obstacle (such as size, shape). The lack of this information limits the accuracy and effectiveness of the system in predicting and controlling obstacle conditions.

[0201] Therefore, there still exists a technical problem that the control effect of the vehicle is poor.

[0202] However, the embodiment of the present invention proposes an electronically controlled suspension CDC damping control method with a preview function, which aims to improve the driving comfort and handling stability of the vehicle when passing through obstacles. The core idea is to monitor the road ahead in real time through the on-board camera, identify obstacles in advance, such as speed bumps, potholes or bumps, and predict the time when the obstacles contact the wheels in combination with the real-time driving status of the vehicle, so as to adjust the damping force of the suspension system before the contact occurs. This method fundamentally changes the traditional CDC system based on the after-response control strategy, and adopts a forward-looking control mechanism instead, which significantly improves the driving experience of the vehicle under complex road conditions. Compared with the CDC control based on speed and acceleration feedback in the related art, the embodiment of the present invention has obvious improvements in real-time, predictability and control effect. It can not only identify obstacles in advance, but also predict the contact between the wheels and obstacles, realizing the transition from passive response to active preview. In addition, by integrating information from multiple sensors, the present invention improves the accuracy and reliability of control, further optimizes the driving experience, and demonstrates its advancement and application potential in the field of intelligent vehicle technology.

[0203] In summary, the CDC damping control method for an electronically controlled suspension with a preview function proposed in the present invention realizes early recognition and prediction of obstacles by combining real-time image recognition of an on-board camera and data analysis of the vehicle's driving status, thereby being able to adjust the suspension damping before contact occurs, effectively improving the vehicle's driving performance under complex road conditions. This achieves the technical effect of improving the vehicle's control effect and solves the technical problem of poor vehicle control effect.

[0204] The method of the embodiment of the present invention is further illustrated below by taking an example where a vehicle encounters an obstacle while moving forward.

[0205] In this embodiment, a CDC damping control method for an electronically controlled suspension with a preview function determines in real time whether the wheel will run over the obstacle and calculates the remaining distance from the wheel to the obstacle based on the information of the road obstacle ahead and the vehicle's driving posture information recognized by the on-board camera. The suspension preview control function is activated before the vehicle passes the obstacle, and the electronically controlled suspension damping force adjustment is triggered in advance to solve the driving impact problem when the front wheel passes the obstacle.

[0206] Optionally, Figure 2 : is a flow chart of a CDC damping control method of an electronically controlled suspension with a preview function according to an embodiment of the present invention. Figure 2 As shown, the method may include the following steps:

[0207] Step S201, controlling the vehicle to travel.

[0208] In this embodiment, the driving of the vehicle can be controlled, and during the driving process, the road conditions in the direction of the vehicle's driving can be monitored in real time.

[0209] Step S202, determining whether an obstacle is detected ahead.

[0210] In this embodiment, during the real-time monitoring of the road conditions, it can be determined whether an obstacle is identified in front of the vehicle. If so, step S203 can be executed, otherwise, step S201 can be executed.

[0211] Step S203, calculating the coordinate points of the obstacle and the driving trajectory of the vehicle.

[0212] In this embodiment, when an obstacle is identified in front of the vehicle, the coordinate point of the obstacle and the driving trajectory of the vehicle can be calculated.

[0213] Figure 4 is a schematic diagram of obstacle coordinates according to an embodiment of the present invention. Figure 4 As shown, the vehicle body coordinate system can be established with the horizontal right direction as the positive direction of the y coordinate, the vertical upward direction as the positive direction of the x coordinate, and the center point of the vehicle's rear axle as the origin. If the obstacle has four vertices (for example, vertex 1, vertex 2, vertex 3, and vertex 4), the coordinates of the four vertices of the obstacle can be determined by the following formula:

[0214]

[0215]

[0216] in, Can be used to represent the x-axis coordinate of the first vertex of the obstacle; Can be used to represent the x-axis coordinate of the center point of the obstacle; Can be used to indicate the width of an obstacle; Can be used to represent the x-axis coordinate of the second vertex of the obstacle; Can be used to represent the x-axis coordinate of the third vertex of the obstacle; Can be used to represent the x-axis coordinate of the fourth vertex of the obstacle; Can be used to represent the y-axis coordinate of the first vertex of the obstacle; Can be used to represent the y-axis coordinate of the center point of the obstacle; Can be used to indicate the length of an obstacle; Can be used to represent the y-axis coordinate of the second vertex of the obstacle; Can be used to represent the y-axis coordinate of the third vertex of the obstacle; Can be used to represent the y-axis coordinate of the fourth vertex of the obstacle.

[0217] Optionally, the driving trajectories of the left and right wheels of the vehicle are calculated and combined with the coordinate points of the obstacle to determine whether the obstacle is on the wheel driving trajectory. Figure 5 is a schematic diagram of a wheel travel trajectory according to an embodiment of the present invention, such as Figure 5 As shown, the left and right boundary line equations of the tire driving track can be determined by the following formula:

[0218] FL left boundary line equation:

[0219] FL right boundary line equation:

[0220] FR left boundary line equation:

[0221] FR right boundary line equation:

[0222] in, Can be used to indicate the wheelbase of the left and right wheels; Can be used to indicate the width of the tire; Can be used to indicate the wheelbase of the front and rear axles; It can be used to indicate the angle between the left front wheel speed and the x direction; It can be used to indicate the angle between the right front wheel speed and the x direction.

[0223] Step S204, determining whether the wheel will run over an obstacle.

[0224] In this embodiment, it can be further determined whether the wheels of the vehicle will run over the obstacle. If yes, step S205 can be executed, otherwise, step S201 can be executed.

[0225] Optionally, it is determined whether the obstacle is within the wheel driving trajectory according to the wheel driving trajectory equation and the obstacle vertex coordinates. Taking the left front wheel as an example, the determination logic is that when the four vertex coordinates of the identified obstacle are neither all on the left side of the FL wheel left boundary line nor all on the right side of the FL wheel right boundary line, it can be determined that the obstacle is on the FL wheel driving trajectory line.

[0226] For example, when the condition [(!C1)&&(!C2)] is met, the left front wheel will run over the obstacle:

[0227] C1: The coordinates of the four vertices of the obstacle are all on the left side of the left boundary line of FL. When the conditions C11&&C12&&C13&&C14 are met, then condition C1 is established;

[0228]

[0229] C2: When the coordinates of the four vertices of the obstacle are all on the right side of the left boundary line of FL and meet conditions C21&&C22&&C23&&C24, condition C2 is established;

[0230] .

[0231] Step S205, calculating the remaining distance from the wheel to the obstacle.

[0232] In this embodiment, the remaining distance from the wheel to the obstacle can be calculated.

[0233] For example, if a vehicle is moving forward and encounters an obstacle in its direction of travel, the remaining distance from the obstacle to the left and right front wheels of the vehicle can be calculated using the following formula:

[0234]

[0235]

[0236] in, It can be used to indicate the remaining distance from the obstacle to the left front wheel (left front wheel); It can be used to indicate the distance from the obstacle to the fixed point (fix) of the left front wheel; Can be used to indicate the wheel speed of the left front wheel; Can be used to indicate the sideslip angle of the left front wheel; It can be used to indicate the angle between the wheel speed of the left front wheel and the x direction; It can be used to indicate the remaining distance from the obstacle to the right front wheel (right front wheel); It can be used to indicate the distance from the obstacle to the fix of the right front wheel; Can be used to indicate the wheel speed of the right front wheel; Can be used to indicate the sideslip angle of the right front wheel; It can be used to indicate the angle between the wheel speed of the right front wheel and the x direction.

[0237] For example, if the above or If one of the two is less than the distance threshold, the remaining time from the obstacle to the left and right front wheels can be calculated in real time using the following formula:

[0238]

[0239]

[0240] in, Can be used to indicate the remaining time from the obstacle to the left front wheel; Can be used to indicate the wheelbase of the front and rear axles; Can be used to indicate the remaining time from the obstacle to the right front wheel.

[0241] Step S206, determining whether to activate the preview function.

[0242] In this embodiment, activation and exit of the preview function are determined based on the calculated remaining distance and remaining time.

[0243] Step S207, controlling the preview CDC damping force.

[0244] In this embodiment, CDC damping control after preview function is activated.

[0245] Step S208, determining whether the vehicle has completely passed the obstacle.

[0246] In this embodiment, during the process of controlling the driving of the vehicle based on the damping force, it can be detected whether the vehicle has completely passed the obstacle. If so, step S209 can be executed, otherwise, step S207 can be executed.

[0247] Step S209, controlling the preview function to be turned off.

[0248] In this embodiment, if it is determined that the vehicle has completely passed the obstacle, the preview function can be turned off.

[0249] Figure 3 is a schematic diagram of a preview control software architecture according to an embodiment of the present invention, such as Figure 3 As shown, the architecture may include an obstacle coordinate point calculation module 301, a wheel driving trajectory calculation module 302, an obstacle size and distance information storage module 303, a left front wheel to obstacle remaining distance calculation and left front wheel preview function triggering determination module 304, a right front wheel to obstacle remaining distance calculation and right front wheel preview function triggering determination module 305, a left front wheel / left rear wheel preview CDC control module 306, and a right front wheel / right rear wheel preview CDC control module 307.

[0250] Alternatively, if Figure 3As shown, the obstacle coordinate point calculation module 301 can take the attribute information of the obstacle as input, for example, it can include the length (XPU_AS_ObstacleiLength_m), width (XPU_ObstacleiWidth_m), height (XPU_AS_ObstacleiHeight_m) of the obstacle, and can also include the distance of the obstacle in the x direction of the vehicle body coordinate system (XPU_AS_ObstacleiPositionX_m) and the distance of the obstacle in the y direction of the vehicle body coordinate system (XPU_AS_ObstacleiPositionY_m), where AS can be an air suspension controller (Air SuspensionController, referred to as AS), and XPU can be an automatic driving controller. The coordinates of each vertex of the obstacle and the size of the obstacle can be calculated through the obstacle coordinate point calculation module 301.

[0251] Alternatively, if Figure 3 As shown, the wheel driving trajectory calculation module 302 can use the vehicle's driving posture information and the coordinates and sizes of each vertex of the obstacle calculated by the obstacle coordinate point calculation module 301 as input, such as the wheel steering angle (XPU_AS_WheelSteeringAngle_deg), the vehicle yaw angle (XPU_AS_SideSlipAngle_deg), the vehicle speed (XPU_AS_VehicleSpd_kmph), the steering wheel angle (XPU_AS_SteeringAngle_deg), and the yaw angle rate (XPU_AS_YawRate_radps) and other driving posture information. The wheel driving trajectory calculation module 302 can calculate whether the obstacle is on the driving trajectory.

[0252] Figure 6 is a flow chart of an obstacle information judgment logic according to an embodiment of the present invention. Figure 6 As shown, the method may include the following steps:

[0253] Step S601, performing obstacle information storage logic.

[0254] In this embodiment, the camera can identify the distance range of the front obstacle is 3~12m. When the obstacle is within the camera detection distance range, the obstacle coordinate information will be updated periodically. When the distance from the obstacle to the vehicle is reduced to the critical distance (3m), the obstacle information at that moment needs to be recorded.

[0255] Step S602, determining whether an obstacle is detected ahead.

[0256] In this embodiment, it can be determined whether there is an obstacle in front of the vehicle during driving. If so, step S603 can be executed, otherwise, step S606 can be executed.

[0257] Step S603, determining whether the distance from the obstacle to the vehicle is less than 3m.

[0258] In this embodiment, it can be determined whether the distance from the obstacle to the vehicle is less than 3 m. If so, step S604 can be executed, otherwise, step S606 can be executed.

[0259] Step S604, determining whether the wheel will run over an obstacle.

[0260] In this embodiment, it can be determined whether the vehicle has run over an obstacle. If so, step S605 can be executed, otherwise, step S606 can be executed.

[0261] Optionally, when the distance between the obstacle and the vehicle is less than the critical distance monitored by the camera (3m) and it is determined that the wheels will run over the obstacle, it is necessary to calculate the real-time distance from the obstacle to the wheels on the left and right sides and the remaining time for the wheels to touch the obstacle, and determine the activation flag of the preview function based on the remaining time.

[0262] Step S605: record obstacle information.

[0263] In this embodiment, obstacles can be recorded, for example, whether the wheel will pass over the obstacle mark, the minimum distance between the obstacle and the wheel, the maximum distance between the obstacle and the wheel, and the height value of the obstacle.

[0264] Step S606: do not record obstacle information.

[0265] In this embodiment, there is no need to record obstacle information.

[0266] FIG. 7( a ) is a flow chart showing a left wheel preview function triggering determination process according to an embodiment of the present invention. As shown in FIG. 7( a ), the process may include the following steps:

[0267] Step S701, calculating the remaining distance from the obstacle to the left front wheel.

[0268] In this embodiment, the remaining distance of the obstacle from the left front wheel may be calculated.

[0269] Step S702, calculating the remaining time from the obstacle to the left front wheel.

[0270] In this embodiment, the remaining time from the obstacle to the left front wheel can also be calculated.

[0271] Step S703, determining whether the remaining time is less than a threshold time (0.1 s).

[0272] In this embodiment, if the remaining time is less than the threshold time 0.1s, it can be said that the obstacle is close to the left front wheel, and step S704 can be executed at this time. Otherwise, the vehicle can continue to be controlled and step S702 can be executed during the driving process.

[0273] Step S704, activating the left front wheel preview function.

[0274] In this embodiment, if the remaining time is less than the threshold time, the left front wheel preview function may be activated.

[0275] Step S705, determining whether the activation duration exceeds a threshold time (2s).

[0276] In this embodiment, it can be determined whether the duration after the left front wheel preview function is activated exceeds a threshold time. If so, step S706 can be executed, otherwise, step S707 can be executed.

[0277] Step S706, determining whether the wheel has passed the obstacle.

[0278] In this embodiment, if it is determined that the activation duration does not exceed the threshold time, it can be further determined whether the wheel has passed the obstacle. If so, step S707 can be executed. Otherwise, the left front wheel preview function can be continuously activated.

[0279] Step S707, controlling the left front wheel preview function to be inactive.

[0280] In this embodiment, if it is determined that the wheel has not passed the obstacle, or the duration of the left front wheel preview function being activated exceeds a threshold time, the left front wheel preview function may be turned off.

[0281] FIG. 7( b ) is a flow chart showing a triggering determination process of a right wheel preview function according to an embodiment of the present invention. As shown in FIG. 7( b ), the process may include the following steps:

[0282] Step S708, calculating the remaining distance from the obstacle to the right front wheel.

[0283] In this embodiment, the remaining distance of the obstacle from the right front wheel may be calculated.

[0284] Step S709, calculating the remaining time from the obstacle to the right front wheel.

[0285] In this embodiment, the remaining time from the obstacle to the right front wheel can also be calculated.

[0286] Step S710, determining whether the remaining time is less than a threshold time (0.1 s).

[0287] In this embodiment, if the remaining time is less than the threshold time of 0.1s, it can be said that the obstacle is close to the right front wheel, and step S711 can be executed at this time. Otherwise, the vehicle can continue to be controlled and step S709 can be executed during the driving process.

[0288] Step S711, activating the right front wheel preview function.

[0289] In this embodiment, if the remaining time is less than the threshold time, the right front wheel preview function may be activated.

[0290] Step S712, determining whether the activation duration exceeds a threshold time (2s).

[0291] In this embodiment, it can be determined whether the duration after the right front wheel preview function is activated exceeds a threshold time. If so, step S713 can be executed, otherwise, step S714 can be executed.

[0292] Step S713, determining whether the wheel has passed the obstacle.

[0293] In this embodiment, if it is determined that the activation duration does not exceed the threshold time, it can be further determined whether the wheel has passed the obstacle. If so, step S707 can be executed. Otherwise, the right front wheel preview function can be continuously activated.

[0294] Step S714, controlling the right front wheel preview function to be inactive.

[0295] In this embodiment, if it is determined that the wheel has not passed the obstacle, or the duration of activation of the right front wheel preview function exceeds a threshold time, the right front wheel preview function may be turned off.

[0296] Figure 8 FIG. 4 is a flowchart of a preview CDC damping control process according to an embodiment of the present invention. Figure 8 As shown, the process may include the following steps:

[0297] Step S801, controlling the vehicle to travel.

[0298] In this embodiment, the vehicle can be controlled to travel.

[0299] Step S802, determining whether to activate preview CDC control.

[0300] In this embodiment, during the process of controlling the vehicle, it can be determined whether the preview CDC control function is activated. If so, step S803 can be executed, otherwise, step S801 can be executed to continue controlling the vehicle until the preview CDC control is activated.

[0301] Step S803, control the left front wheel to switch to Soft mode.

[0302] In this embodiment, when it is recognized that the preview function flag is activated, the preview control function of the left front wheel is triggered. At this time, the front wheel shock absorber is first adjusted to the Soft (soft damping) control mode to obtain a better softness during impact contact.

[0303] Optionally, if the vehicle encounters an obstacle during driving, the impact intensity and impact residual vibration control can be balanced by real-time adjustment of the CDC shock absorber Soft stage (soft damping) and Hard stage (hard damping) control current and action time to improve the overall performance of impact comfort.

[0304] Step S804, determine whether SetHard is satisfied.

[0305] In this embodiment, it can be determined whether SetHard is satisfied, that is, whether the condition of switching to the hard damping mode is satisfied.

[0306] Step S805, controlling the left front wheel to switch to Hard mode.

[0307] In this embodiment, when the front wheel passes the highest point of the obstacle and before touching the ground, the front wheel shock absorber is adjusted to the Hard (hard damping) control mode to reduce the impact aftershock when the wheel lands, so as to obtain better impact convergence performance.

[0308] Step S806, determining whether the left front wheel has run over an obstacle.

[0309] In this embodiment, it can be determined whether the left front wheel has run over an obstacle. If so, step S807 can be executed, otherwise, step S805 can be executed.

[0310] Step S807, controlling the left front wheel to exit preview CDC control.

[0311] In this embodiment, when the front wheel passes the obstacle, the CDC preview control is exited.

[0312] During the entire process of the wheel passing an obstacle, the switching moment of SetHard will directly affect the control performance. The embodiment of the present invention can accurately identify the moment when the shock absorber switches to the Hard (hard damping) control mode based on the height change characteristics of the suspension. Fig. 9 FIG. 4 is a flow chart of a method for determining soft damping of left front wheel preview CDC control according to an embodiment of the present invention. Fig. 9 As shown, the method may include the following steps:

[0313] Step S901, controlling the vehicle to travel.

[0314] In this embodiment, the vehicle can be controlled to travel.

[0315] Step S902, determining whether the left front wheel preview function is activated.

[0316] In this embodiment, during the process of controlling the vehicle to travel, it can be determined whether the left front wheel preview function is activated. If so, step S903 can be executed, otherwise, step S901 can be executed to continue controlling the vehicle to travel until the left front wheel preview function is activated.

[0317] Step S903, SetSoft control activation.

[0318] In this embodiment, the soft mode is switched via SetSoft.

[0319] Step S904, calculating the average height of the suspension within a fixed time.

[0320] In this embodiment, the average height of the suspension within a fixed time may be calculated.

[0321] Step S905, determining whether the actual height of the suspension is less than the average height.

[0322] In this embodiment, it is determined whether the actual height of the suspension is less than the average height. If so, step S906 may be executed, otherwise, step S904 may be executed.

[0323] Step S906, calculating the minimum suspension height in real time.

[0324] In this embodiment, the minimum suspension height of the vehicle can be calculated in real time.

[0325] Step S907, determining whether the minimum suspension height remains unchanged for a period of time.

[0326] In this embodiment, it can be determined whether the minimum suspension height remains unchanged for a period of time. If so, step S910 can be executed, otherwise, step S909 is executed.

[0327] Step S908, calculating the activation duration of the preview function in real time.

[0328] In this embodiment, the preview function activation duration may be calculated in real time.

[0329] Step S909, determining whether the preview activation duration is greater than the calibration time.

[0330] In this embodiment, if the preview activation duration is greater than the calibration time, step S910 may be executed, otherwise, step S908 may be executed, that is, the preview function activation is continuously controlled until the duration reaches the calibration time.

[0331] Step S910, controlling SetHard to activate.

[0332] In this embodiment, when the preview function is activated, the average height of the suspension within a certain period of time is calculated, the real-time minimum height value of the suspension is calculated, and the duration of the function activation is calculated. When the condition (C1&&C2)||C3 is met, SetHard control is activated. Among them, C1 means that the actual height of the suspension is less than the average height. This condition indicates that the wheel jumps vertically upward from a smooth road surface (the suspension height value decreases); C2 means that the minimum height signal of the suspension remains unchanged for a period of time. This condition indicates that the wheel passes the highest point of the obstacle; C3 means that the preview function is activated for a period of time. This condition determines the timeout protection condition for SetHard activation.

[0333] In the embodiment of the present invention, the following steps together constitute the core part of the CDC damping control method of the electronically controlled suspension with preview function, which is to identify and respond to obstacles in advance.

[0334] Optionally, the center point coordinates and size information of the obstacle are calculated by the on-board camera and image processing technology. Subsequently, the CDC system calculates the left and right boundary driving trajectory equations of the wheel using the coordinates of the four vertices of the obstacle and the driving parameters of the vehicle (such as speed, steering angle, wheelbase, etc.). By comparing the relationship between the coordinates of the obstacle vertices and the wheel driving trajectory, it can be determined whether the wheel will come into contact with the obstacle. The calculation results are updated in real time with the software running cycle, ensuring the accuracy and timeliness of the judgment and improving the responsiveness of the system. The real-time updated calculation results ensure that the system can quickly adjust the judgment logic even when the vehicle's driving state changes rapidly, avoiding misjudgments based on static information. This dynamic judgment mechanism is particularly important for scenes with high-speed driving or irregular obstacle shapes, and can significantly improve the driving quality and safety of the vehicle when passing through obstacles.

[0335] Optionally, when the obstacle is less than the critical distance (3m) monitored by the camera, the system will record the real-time information of the obstacle, including its position, size and type. This record provides key data for subsequent preview control, ensuring that the system can make control decisions based on the latest obstacle information in the shortest reaction time. Using the recorded obstacle information, combined with dynamic parameters such as the vehicle's wheel speed, sideslip angle and wheel speed direction, the actual distance from the obstacle to the wheel and the remaining time for the wheel to touch the obstacle are calculated in real time. This calculation process relies on the vehicle dynamics model and can accurately predict the moment when the wheel contacts the obstacle, providing a basis for adjusting the damping force of the shock absorber in advance. By accurately determining the moment when the wheel touches the obstacle, the system can adjust the damping force of the shock absorber in advance based on the calculated remaining time and distance before the contact occurs. This preview control can significantly reduce the impact when the wheel contacts the obstacle, improve driving comfort, and optimize the vehicle's handling stability.

[0336] Optionally, after the preview function is activated, the system continuously monitors the height changes of the suspension. When the wheel contacts the obstacle and begins to pass its highest point, the suspension height will undergo a series of dynamic changes, including a process of first falling (compressing) and then starting to recover. By monitoring the changing characteristics of the suspension height signal, the exact moment when the wheel reaches the highest point of the obstacle can be identified. At this time, the system immediately switches the shock absorber to Hard control mode to quickly suppress the aftershocks after the wheel lands and reduce the body sway. This control strategy based on the change of suspension height can more accurately control the damping force of the shock absorber, improve the impact convergence performance, and ensure that the vehicle quickly returns to a stable driving state after passing the obstacle.

[0337] In summary, the CDC damping control method of the electronically controlled suspension with preview function proposed in the present invention can significantly improve the driving quality of the vehicle when passing through obstacles by determining the relationship between the obstacle and the wheel driving trajectory in real time, accurately predicting the remaining time for the wheel to touch the obstacle, and accurately controlling the switching of the shock absorber damping force based on the change characteristics of the suspension height. The implementation of the above method enhances driving comfort and handling stability.

[0338] In an embodiment of the present invention, in order to ensure the driving stability of the vehicle when passing through an abnormal road surface object (obstacle), the road information in the current driving direction of the vehicle can be obtained in real time during the driving process of the vehicle. Once it is detected that there is an abnormal road surface object in the current driving direction that may produce an impact force greater than the impact force threshold on the wheel, the preview control strategy can be started. The accurate position information of the abnormal road surface object can be obtained, and the driving trajectory of the vehicle to be controlled in the future period can be predicted to determine whether the wheel will contact the obstacle. Based on the distance between the wheel and the obstacle, the damping force is adjusted in advance to ensure that the suspension has entered a suitable damping state before the wheel actually touches the abnormal road surface object, thereby significantly reducing the impact force obtained when the wheel contacts the abnormal road surface object, ensuring that it is below the impact force threshold, and optimizing the comfort and handling stability of the vehicle when passing through the abnormal road surface object. In this embodiment, by combining the abnormal road surface object with the wheel driving state, the "forward-looking" adjustment of the damping force of the suspension is achieved, which means that the suspension control of the vehicle has crossed from passive response to active preview, achieving the purpose of effectively improving the driving experience, thereby achieving the technical effect of improving the control effect of the vehicle and solving the technical problem of poor control effect of the vehicle.

[0339] According to another aspect of the embodiment of the present invention, corresponding to the embodiment of the vehicle control method described above, this specification also provides an engine control system, Fig.10 is a system block diagram of a vehicle control system according to an embodiment of the present invention. Fig.10As shown, the control system 1000 of the vehicle may include: an information acquisition device 1002 , a controller 1004 and an electronically controlled suspension device 1006 .

[0340] The information collection device 1002 is used to obtain the road information of the vehicle to be controlled in the current driving direction; in response to the road information indicating that there is an abnormal road surface object in the current driving direction, obtain the position information of the abnormal road surface object and the driving trajectory of the vehicle to be controlled in the future period, wherein the impact force received by the wheels of the vehicle to be controlled when driving through the abnormal road surface object is greater than the impact force threshold; in response to the driving trajectory including the position information, determine the current distance between the wheels and the abnormal road surface object. It can be a vehicle-mounted camera.

[0341] The controller 1004 is configured to send a first control instruction based on the current distance before the wheel reaches the abnormal road surface object.

[0342] In this embodiment, after the information acquisition device 1002 determines the current distance between the wheel and the abnormal road surface object, the controller 1004 can generate a corresponding first control instruction and send it to the electronically controlled suspension device to adjust the damping force to a corresponding size before the wheel reaches the abnormal road surface object, so that the vehicle can pass the abnormal road surface object more smoothly.

[0343] The electronically controlled suspension device 1006 is used to receive and respond to the first control instruction, and control the damping adjustment device to adjust the damping force corresponding to the wheel, wherein the damping adjustment device is deployed in the electronically controlled suspension device, and the electronically controlled suspension device is connected to the wheel. The controller is used to control the adjusted wheel to travel through the abnormal road surface object so that the impact force received by the adjusted wheel is less than or equal to the impact force threshold. The electronically controlled suspension device 1006 can be an electronically controlled adjustable suspension device. The damping adjustment device can be a CDC damping control module, which can also be called a CDC system.

[0344] In this embodiment, the electronically controlled suspension device 1006 can receive the first control instruction sent by the controller 1004, and control the damping adjustment device therein to adjust the damping force corresponding to the wheel, so that the impact force received by the vehicle when passing through the abnormal road object is smaller, that is, the impact of the wheel contacting the abnormal road object can be effectively reduced, thereby improving the comfort and stability of the vehicle when passing through the abnormal road object.

[0345] In the control system of the vehicle of this embodiment, in order to ensure the driving stability of the vehicle when passing through an abnormal road surface object, the road information of the current driving direction of the vehicle can be obtained in real time during the driving process of the vehicle. Once it is detected that there is an abnormal road surface object in the current driving direction that may produce an impact force greater than the impact force threshold on the wheel, the preview control strategy can be started. The accurate position information of the abnormal road surface object can be obtained, and the driving trajectory of the vehicle to be controlled in the future period can be predicted to determine whether the wheel will come into contact with the obstacle. Based on the distance between the wheel and the obstacle, the damping force is adjusted in advance to ensure that the suspension has entered a suitable damping state before the wheel actually touches the abnormal road surface object, thereby significantly reducing the impact force obtained when the wheel contacts the abnormal road surface object, so that it is guaranteed to be below the impact force threshold, and optimize the comfort and handling stability of the vehicle when passing through the abnormal road surface object. In this embodiment, by combining the abnormal road surface object with the wheel driving state, the "forward-looking" adjustment of the damping force of the suspension is realized, which means that the suspension control of the vehicle has crossed from passive response to active preview, achieving the purpose of effectively improving the driving experience, thereby achieving the technical effect of improving the control effect of the vehicle, and solving the technical problem of poor control effect of the vehicle.

[0346] The control system of the vehicle in the above embodiment is further described below.

[0347] As an optional embodiment, the electronically controlled suspension device includes: a shock absorber, wherein a controller is used to send a second control instruction in response to the wheel passing the highest point of an abnormal road object and before touching the road surface of the current road where the vehicle is located; the shock absorber is used to receive and respond to the second control instruction, switch the soft damping control mode to the hard damping control mode, and control the damping adjustment device to adjust the damping force corresponding to the wheel from the first target damping force under the soft damping control mode to the second target damping force under the hard damping control mode.

[0348] In this embodiment, the electronically controlled suspension device may include a shock absorber. When the wheel passes the highest point of the abnormal road surface object and before touching the road surface, that is, when the wheel contacts the obstacle and passes its highest point, a corresponding second control instruction can be generated by the controller 1004 and sent to the electronically controlled suspension device 1006. After receiving the second control instruction, the electronically controlled suspension device 1006 can control the shock absorber to adjust the soft damping control mode of the current vehicle to the hard damping control mode. At this time, the electronically controlled suspension device 1006 can control the damping adjustment device to adjust the current damping force of the vehicle to the second target damping force under the hard damping control mode. Among them, the shock absorber can also be called a CDC shock absorber.

[0349] Optionally, when the CDC system recognizes that the preview function needs to be activated, that is, when the front wheel is about to contact an obstacle, the shock absorber of the front wheel is first adjusted to the Soft mode. In the soft damping mode, the damping force of the shock absorber is smaller, which means that when the wheel first contacts the obstacle, the suspension system can absorb more impact energy, thereby reducing the bumpy feeling and impact force at the moment of contact between the wheel and the obstacle. The focus of this stage is to enhance the softness of the impact contact, reduce the initial impact felt by passengers and drivers, and improve driving comfort.

[0350] Optionally, it is common for a vehicle to encounter obstacles (such as speed bumps, potholes, bumps, etc.) during driving. The presence of these obstacles will significantly affect the driving quality of the vehicle, especially the comfort and handling stability. The CDC system is an effective means to deal with the above problems by monitoring the vehicle status in real time and dynamically adjusting the damping strength of the shock absorber as needed.

[0351] Optionally, in the Soft stage, when the vehicle approaches an obstacle, the CDC system will pre-set the CDC shock absorber to the Soft stage, i.e., the soft damping mode. In this mode, the damping force of the shock absorber is smaller, allowing the vehicle body to have greater vertical movement. The purpose of this is to absorb more impact energy when the wheel first contacts the obstacle, reduce the intensity of the initial impact, and improve ride comfort. The damping adjustment in the Soft stage is usually performed in advance before the wheel contacts the obstacle to ensure that the vehicle can smoothly transition to the obstacle.

[0352] Optionally, in the Hard stage, when the wheel contacts the obstacle and begins to pass its highest point, the CDC system will quickly switch to the Hard stage, that is, adjust the shock absorber to the hard damping mode. In the hard damping mode, the shock absorber provides a greater damping force, which can more effectively suppress the residual vibration after the wheel touches the ground, prevent excessive shaking of the vehicle body, and ensure the handling stability of the vehicle. This rapid damping force adjustment not only reduces the aftershock after the impact, but also helps the vehicle return to a stable driving state faster, which is especially important for high-speed driving or large obstacles, and can significantly improve the driving experience.

[0353] Optionally, by dynamically adjusting the damping force of the shock absorber between the Soft stage and the Hard stage, the system can accurately control the impact intensity and residual vibration when the vehicle passes an obstacle. The Soft stage absorbs the initial impact, and the Hard stage suppresses the residual vibration after touching the ground. The combination of the two can maintain the vehicle's handling stability while ensuring comfort. The optimization of this damping adjustment strategy requires comprehensive consideration of factors such as the vehicle's driving speed, the characteristics of the obstacle (such as height and shape), and the dynamic response of the vehicle (such as steering angle and speed changes) to ensure that the required impact comfort can be achieved under various driving conditions.

[0354] Optionally, as the vehicle continues to move forward, when the wheels pass the highest point of the obstacle and before the wheels touch the ground, the CDC system can automatically switch the front wheel shock absorber to Hard mode. In Hard mode, the shock absorber provides a larger damping force, which is used to quickly suppress the residual vibration after the wheel touches the ground and prevent the body from shaking or bouncing too much after the obstacle passes. The purpose of this stage is to optimize the impact convergence performance, that is, to ensure that the wheel can quickly return to a stable state after passing the obstacle, reduce subsequent body shaking, and improve handling stability.

[0355] As an optional implementation method, the information collection device is used to collect images of the current road and abnormal road objects to obtain road information, location information and driving trajectory, or the information collection device is used to obtain road information, location information and driving trajectory sent by a server.

[0356] In this embodiment, the information collection device can be used to collect images of the current road and abnormal road objects on which the vehicle is traveling to obtain road information, position information and driving trajectory, or the information collection device can be used to obtain road information, position information and driving trajectory sent by the server, that is, the information collection device can obtain the above information shared by the cloud, and at this time, the above information can be called cloud data.

[0357] In this embodiment, the electronically controlled suspension CDC damping control system with preview function of the present invention demonstrates the innovative application of intelligent vehicle technology in improving driving experience and suspension control performance. It mainly relies on the on-board camera and the autonomous driving controller (XPU) to achieve accurate obstacle recognition and damping control. However, for vehicles not equipped with self-driving function, the present invention also provides an alternative solution based on cloud data sharing to achieve similar functions.

[0358] Optionally, in the case where the vehicle is not equipped with an on-board camera, the following vehicle can obtain the precise location, size and type of the obstacle by using the obstacle information uploaded to the cloud by the preceding vehicle, thereby activating the preview control function when approaching the obstacle and adjusting the damping force of the electronically controlled suspension in advance. This mechanism relies on data communication between vehicles and cloud data processing capabilities, so that vehicles without direct obstacle recognition capabilities can also benefit from preview control.

[0359] Optionally, when the leading vehicle encounters an obstacle, the vehicle's built-in sensors (such as vibration sensors and position sensors) collect relevant information about the obstacle, including the obstacle's exact location, size, and impact on vehicle driving, etc. This information is initially processed by the leading vehicle's control system and uploaded to the cloud server through the vehicle-mounted communication module so that the following vehicle can access and use it.

[0360] Optionally, the cloud server receives obstacle information uploaded by the preceding vehicle and integrates it into a high-precision map. The map not only marks the location and size of the obstacle, but may also include the type of obstacle, road condition characteristics, and vehicle status data when the preceding vehicle passes the obstacle. This information will be updated in real time and distributed to subsequent vehicles through the cloud so that they can prepare in advance.

[0361] Optionally, after the following vehicle receives the obstacle information shared in the cloud, its control system (even without an on-board camera) can use this information, combined with the vehicle's real-time driving data (such as speed and direction), to calculate the actual distance and arrival time between the obstacle and the vehicle. By identifying the obstacle information marked on the map, the following vehicle can trigger the Soft damping mode of the electronically controlled suspension in advance to reduce the initial impact, and then switch to the Hard damping mode at the right time to suppress aftershocks after touching the ground. This preview control based on cloud data can also improve the comfort and handling stability of the vehicle when passing obstacles.

[0362] In summary, the obstacle preview control scheme based on cloud data sharing proposed in the present invention provides an intelligent and forward-looking suspension control strategy for vehicles without self-driving functions. Through data upload from the leading vehicle and intelligent processing in the cloud, the following vehicle can use obstacle information from the cloud to trigger CDC damping control in advance, reduce vibration and impact when the vehicle passes through obstacles, and improve driving experience and safety.

[0363] According to another aspect of the embodiment of the present invention, corresponding to the embodiment of the above-mentioned vehicle control method, this specification also provides a vehicle control device, Fig.11 is a structural block diagram of a vehicle control device according to an embodiment of the present invention. Fig.11 As shown, the control device 1100 of the vehicle may include: a first acquisition unit 1102 , a second acquisition unit 1104 , a determination unit 1106 , an adjustment unit 1108 and a control unit 1110 .

[0364] The first acquisition unit 1102 is used to acquire road information of the vehicle to be controlled in the current driving direction.

[0365] The second acquisition unit 1104 is used to obtain the position information of the abnormal road surface object and the driving trajectory of the vehicle to be controlled in a future time period in response to the road information indicating that there is an abnormal road surface object in the current driving direction, wherein the impact force received by the wheels of the vehicle to be controlled when driving over the abnormal road surface object is greater than the impact force threshold.

[0366] The determination unit 1106 is configured to determine a current distance between the wheel and the abnormal road surface object in response to the driving trajectory including the position information.

[0367] The adjusting unit 1108 is used to start adjusting the damping force corresponding to the wheel based on the current distance before the wheel travels to the abnormal road surface object, wherein the damping force is generated by a suspension connected to the wheel.

[0368] The control unit 1110 is used to control the adjusted wheel to travel through the abnormal road surface object so that the impact force received by the adjusted wheel is less than or equal to the impact force threshold.

[0369] In this embodiment, the following units are provided in the vehicle control device 1100: a first acquisition unit 1102 is used to acquire the road information of the vehicle to be controlled in the current driving direction; a second acquisition unit 1104 is used to acquire the position information of the abnormal road object and the driving trajectory of the vehicle to be controlled in the future time period in response to the road information indicating that there is an abnormal road object in the current driving direction; a determination unit 1106 is used to determine the current distance between the wheel and the abnormal road object in response to the driving trajectory including the position information; an adjustment unit 1108 is used to adjust the damping force corresponding to the wheel before the wheel travels to the abnormal road object based on the current distance; and a control unit 1110 is used to control the adjusted wheel to travel through the abnormal road object so that the impact force received by the adjusted wheel is less than or equal to the impact force threshold. Thus, the technical effect of improving the control effect of the vehicle is achieved and the technical problem of low control effect of the vehicle is solved.

[0370] According to another aspect of an embodiment of the present invention, a vehicle is also provided, which may be an autonomous driving vehicle, comprising: a memory storing an executable program; a processor for running the program, wherein the following steps are performed when the program is run: obtaining road information of the vehicle to be controlled in the current driving direction; in response to the road information indicating that there is an abnormal road surface object in the current driving direction, obtaining position information of the abnormal road surface object, and a driving trajectory of the vehicle to be controlled in a future time period, wherein when the wheels of the vehicle to be controlled pass through the abnormal road surface object, the impact force received is greater than an impact force threshold; in response to the driving trajectory including the position information, determining the current distance between the wheel and the abnormal road surface object; an electronically controlled suspension device, for adjusting the damping force corresponding to the wheel based on the current distance before the wheel passes the abnormal road surface object, so that when the adjusted wheel passes through the abnormal road surface object, the impact force received by the adjusted wheel is less than or equal to the impact force threshold.

[0371] Fig.12 is a structural block diagram of an automatic driving vehicle according to an embodiment of the present invention. Fig.12As shown, the components of the autonomous driving vehicle 1200 include but are not limited to a memory 1210, a processor 1220, and an electronically controlled suspension device 1230. The processor 1220, the memory 1210, and the electronically controlled suspension device 1230 are connected via a bus 1240, and a database 1270 is used to store data.

[0372] The autonomous vehicle 1200 may also include an access device 1250 that enables the autonomous vehicle 1200 to communicate via one or more networks 1260. Examples of these networks include a Public Switched Telephone Network (PSTN), a Local Area Network (LAN), a Wide Area Network (WAN), a Personal Area Network (PAN), or a combination of communication networks such as the Internet. The access device 1240 may include one or more of any type of network interface (e.g., a network interface controller (NIC)) of wired or wireless, such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, a Near Field Communication (NFC) interface, and the like.

[0373] In one embodiment of the present disclosure, the above components of the autonomous driving vehicle 1200 and Fig.12 Other components not shown in the figure may also be connected to each other, for example, via a bus. It should be understood that Fig.12 The structure block diagram of the autonomous driving vehicle shown is for illustrative purposes only and is not intended to limit the scope of the present disclosure. Those skilled in the art may add or replace other components as needed.

[0374] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium including a stored executable program, wherein when the executable program runs, the device where the storage medium is located is controlled to execute any one of the above methods.

[0375] According to another aspect of an embodiment of the present invention, a computer program product is provided. The computer program product includes a computer program. When the computer program is executed by a processor, any one of the above methods is implemented.

[0376] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0377] In the several embodiments provided by the present invention, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic, for example, the division of units can be a logical function division, and there can be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0378] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed over multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0379] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0380] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM), random access memory (RAM), mobile hard disk, disk or optical disk, etc., and other media that can store program codes.

[0381] The above are only preferred embodiments of the present invention. It should be pointed out that, for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that: include: Obtaining road information of the vehicle to be controlled in the current driving direction; In response to the road information indicating that an abnormal road surface object exists in the current driving direction, obtaining position information of the abnormal road surface object and a driving trajectory of the vehicle to be controlled in a future time period, wherein the impact force received by the wheels of the vehicle to be controlled when driving through the abnormal road surface object is greater than an impact force threshold; In response to the driving trajectory including the position information, determining a current distance between the wheel and the abnormal road surface object; Based on the current distance, before the wheel travels to the abnormal road surface object, start adjusting the damping force corresponding to the wheel, wherein the damping force is generated by a suspension connected to the wheel; The adjusted wheel is controlled to travel through the abnormal road surface object so that the impact force received by the adjusted wheel is less than or equal to the impact force threshold.

2. The method according to claim 1, characterized in that Based on the current distance, before the wheel travels to the abnormal road surface object, the damping force corresponding to the wheel is adjusted, including: Determine a target time required for the wheel to travel the current distance from the current moment; Based on the target duration, activating a damping force adjustment function corresponding to the wheel, wherein the damping force adjustment function is used to represent a rule for adjusting the damping force corresponding to the wheel; Before the wheel travels to the abnormal road surface object, the damping force corresponding to the wheel begins to be adjusted under the activated damping force adjustment function.

3. The method according to claim 2, characterized in that Based on the target duration, activating a damping force adjustment function corresponding to the wheel includes: In response to the target duration being less than a first duration threshold, the damping force adjustment function is activated at the current moment, wherein the current moment is a moment before the wheel travels to the abnormal road surface object.

4. The method according to claim 3, characterized in that In the process of activating the damping force adjustment function at the current moment, the method further includes: determining a duration for activating the damping force adjustment function; In response to the duration being greater than a second duration threshold, terminating activation of the damping force adjustment function at the current moment; In response to the duration being less than or equal to the second duration threshold, and the adjusted wheel having passed the abnormal road surface object, terminating activation of the damping force adjustment function at the current moment; In response to the duration being less than or equal to the second duration threshold and the adjusted wheel not traveling over the abnormal road surface object, the damping force adjustment function continues to be activated at the current moment.

5. The method according to claim 2, characterized in that: Determining a target time required for the wheel to travel the current distance from the current moment includes: In response to the current distance being less than a distance threshold, the target time required for the wheel to travel the current distance from the current moment is determined.

6. The method according to claim 2, characterized in that Before the wheel travels to the abnormal road surface object, the damping force corresponding to the wheel begins to be adjusted under the activated damping force adjustment function, including: Before the wheel travels to the abnormal road surface object, the damping force corresponding to the wheel is adjusted to the first target damping force in the soft damping control mode under the activated damping force adjustment function.

7. The method according to claim 6, characterized in that The method further comprises: In response to the wheel passing the highest point of the abnormal road surface object and before the wheel touches the road surface of the current road where the vehicle is located, switching the soft damping control mode to a hard damping control mode; The first target damping force is adjusted to a second target damping force in the hard damping control mode.

8. The method according to claim 7, characterized in that Switching the soft damping control mode to a hard damping control mode includes: In response to the height value of the suspension being less than a height threshold and the minimum height value of the suspension remaining unchanged within a target time period, switching the soft damping control mode to the hard damping control mode; In response to the duration of activating the damping force adjustment function being greater than a calibration duration, the soft damping control mode is switched to the hard damping control mode.

9. The method according to any one of claims 1 to 8, characterized in that Acquiring the location information of the abnormal road surface object includes: Determining a body coordinate system of the vehicle to be controlled; Determine the vertex position information of the abnormal road surface object in the vehicle body coordinate system.

10. The method according to any one of claims 1 to 8, characterized in that Determining the driving trajectory of the vehicle to be controlled in a future period of time includes: Determine a first boundary line and a second boundary line of a region to be driven by the wheel in the future period, wherein the first boundary line and the second boundary line are located on both sides of the wheel; The position between the first boundary line and the second boundary line constitutes the driving track of the wheel.

11. The method according to any one of claims 1 to 8, characterized in that The method further comprises: In response to the current distance being less than a distance threshold, recording attribute information of the abnormal road surface object, wherein the attribute information includes at least one of the following: The sign information of the abnormal road surface object, wherein the sign information is used to indicate that the driving trajectory includes the position information, or that the driving trajectory does not include the position information; a target distance of the abnormal road surface object, wherein the target distance includes a maximum distance between the wheel and the abnormal road surface object, and / or a minimum distance between the wheel and the abnormal road surface object; The size information of the abnormal road surface object.

12. A vehicle control system, characterized in that: include: Information collection equipment, used to obtain road information of the vehicle to be controlled in the current driving direction; In response to the road information indicating that there is an abnormal road surface object in the current driving direction, obtaining the position information of the abnormal road surface object and the driving trajectory of the vehicle to be controlled in a future period, wherein the impact force received by the wheels of the vehicle to be controlled when driving through the abnormal road surface object is greater than an impact force threshold; in response to the driving trajectory including the position information, determining the current distance between the wheels and the abnormal road surface object; a controller, configured to send a first control instruction based on the current distance before the wheel travels to the abnormal road surface object; an electronically controlled suspension device, configured to receive and respond to the first control instruction to control a damping adjustment device to adjust a damping force corresponding to the wheel, wherein the damping adjustment device is disposed in the electronically controlled suspension device, and the electronically controlled suspension device is connected to the wheel; The controller is used to control the adjusted wheel to travel through the abnormal road surface object so that the impact force received by the adjusted wheel is less than or equal to the impact force threshold.

13. The system according to claim 12, characterized in that The electronically controlled suspension device comprises: a shock absorber, wherein: The controller is configured to send a second control instruction in response to the wheel passing the highest point of the abnormal road surface object and before touching the road surface of the current road where the vehicle is located; The shock absorber is used to receive and respond to the second control instruction, switch the soft damping control mode to the hard damping control mode, and control the damping adjustment device to adjust the damping force corresponding to the wheel from the first target damping force under the soft damping control mode to the second target damping force under the hard damping control mode.

14. The system according to claim 12, characterized in that The information acquisition device is used to acquire images of the current road and the abnormal road surface object to obtain the road information, the position information and the driving trajectory, or the information acquisition device is used to obtain the road information, the position information and the driving trajectory sent by a server.

15. A vehicle, characterized in that: Includes: Includes: A memory storing an executable program; A processor is used to run the program, wherein the following steps are performed when the program is run: obtaining road information of the vehicle to be controlled in the current driving direction; in response to the road information indicating that there is an abnormal road surface object in the current driving direction, obtaining the position information of the abnormal road surface object and the driving trajectory of the vehicle to be controlled in a future period, wherein the impact force received by the wheels of the vehicle to be controlled when driving through the abnormal road surface object is greater than an impact force threshold; in response to the driving trajectory including the position information, determining the current distance between the wheels and the abnormal road surface object; The electronically controlled suspension device is used to adjust the damping force corresponding to the wheel based on the current distance before the wheel travels to the abnormal road surface object, so that when the adjusted wheel travels through the abnormal road surface object, the impact force received by the adjusted wheel is less than or equal to the impact force threshold.

16. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored executable program, wherein when the executable program is executed, the device where the storage medium is located is controlled to execute the method according to any one of claims 1 to 11.

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