Active suspension control method, vehicle controller and vehicle

Abstract

The invention discloses an active suspension control method, a vehicle controller and a vehicle, and belongs to the technical field of vehicles, when a driver steps on a brake pedal to brake the vehicle, target brake pressure can be calculated based on the trampled stroke of the brake pedal, at the moment, a brake system does not control a brake to brake, and the target brake pressure can be calculated based on the trampled stroke of the brake pedal. A front active force of a front suspension is adjusted to a target forward active force in an upward direction, a rear active force of a rear suspension is adjusted to a target rear active force in a downward direction, and the front suspension increases the target forward active force opposite to the sinking movement of the front side of the vehicle before a braking system applies a significant braking force to the vehicle. Meanwhile, the rear suspension increases target rear main power opposite to the lifting motion of the rear side of the vehicle, and resistance is provided for the upcoming forward inclination trend of the vehicle; when the braking system brakes the vehicle, the front side and the rear side of the vehicle are affected by the target front main power and the target rear main power respectively, the initial amplitude and the speed of forward inclination of the vehicle body are restrained, and the comfort of passengers in the vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to an active suspension control method, a vehicle controller and a vehicle. BACKGROUND

[0002] At present, the braking system and the full active suspension system of a vehicle usually work independently. The braking system is mainly used for decelerating or parking the vehicle, while the full active suspension system can comprehensively judge different road conditions, driver's operation and real-time motion of the vehicle, and adjust the active force and damping force of the suspension in real time to realize ride comfort and handling stability. However, the control of the existing full active suspension control system is mostly post-control. In the process of braking the vehicle, the full active suspension control system starts to adjust the active force or damping force only after detecting that the pitch state of the vehicle body is abnormal, which has a certain hysteresis, resulting in a large change in the pitch angle of the vehicle and easily causing discomfort to the passengers in the vehicle. SUMMARY

[0003] The present application aims to solve the technical problems in the related art. When the braking system brakes the vehicle, the front and rear sides of the vehicle are affected by the target front active force and the target rear active force respectively, which suppresses the initial amplitude and speed of the vehicle body pitch and improves the comfort of the passengers in the vehicle.

[0004] The present application also provides a vehicle controller and a vehicle comprising the active suspension control method.

[0005] According to the active suspension control method of the first aspect of the present application, the method is applied to a vehicle with an active suspension. The vehicle comprises a vehicle frame and a braking system, and the braking system is provided with a brake pedal. The active suspension comprises a front suspension and a rear suspension. The front suspension is used to apply a front active force to the front side of the vehicle frame, and the rear suspension is used to apply a rear active force to the rear side of the vehicle frame. The control method comprises the following steps: obtaining the stroke of the brake pedal stepped on by the driver, and obtaining a target braking pressure according to the stroke; adjusting the front active force to a target front active force and the rear active force to a target rear active force according to the target braking pressure, wherein the direction of the target front active force is upward and the direction of the target rear active force is downward; controlling the braking system to output the target braking pressure and brake the vehicle.

[0006] The active suspension control method according to embodiments of the present invention has at least the following beneficial effects: When the driver depresses the brake pedal to brake the vehicle, the target braking pressure can be calculated based on the travel of the brake pedal. At this time, the braking system has not yet controlled the brakes to apply braking force. The active suspension's main force is adjusted based on the target braking pressure. The front active force of the front suspension is adjusted to the target front active force in the upward direction, and the rear active force of the rear suspension is adjusted to the target rear active force in the downward direction. Before the braking system applies significant braking force to the vehicle, the front suspension increases the target front active force opposite to the downward movement of the front side of the vehicle, while the rear suspension increases the target rear active force opposite to the upward movement of the rear side of the vehicle, providing resistance to the upcoming forward tilting tendency of the vehicle. When the braking system brakes the vehicle, the front and rear sides of the vehicle are affected by the target front active force and the target rear active force, respectively, suppressing the initial amplitude and speed of the vehicle body tilting forward and improving the comfort of the occupants.

[0007] According to some embodiments of the present invention, adjusting the front driving force to a target front driving force and the rear driving force to a target rear driving force based on the target braking pressure includes: Establish a relationship table between the target braking pressure, the target front driving force, and the target rear driving force based on the vehicle's preset data; The forward and backward driving forces of the target are obtained by looking up the aforementioned relationship table. The forward driving force is adjusted to the target forward driving force, and the rear driving force is adjusted to the target rear driving force.

[0008] According to some embodiments of the present invention, establishing a relationship table of the target braking pressure, the target front driving force, and the target rear driving force based on preset data of the vehicle includes: The braking pressure is divided into multiple braking levels, which are arranged in ascending order of magnitude. The weight of the vehicle is obtained, and the target front active force and the target rear active force are configured for each braking level based on the weight.

[0009] According to some embodiments of the present invention, after performing the braking of the vehicle, the control method further includes: Obtain the pitch angle of the vehicle frame and compare the pitch angle with the pitch angle threshold; When the pitch angle is greater than the pitch angle threshold, the forward driving force of the target is increased.

[0010] According to some embodiments of the present invention, the braking system includes a front brake and a rear brake, and after performing the braking of the vehicle, the control method further includes: The pitch angle of the vehicle frame is obtained, and the front axle load and rear axle load of the vehicle frame are calculated based on the pitch angle, the target front active force and the target rear active force. The braking pressure of the front brake and the rear brake is adjusted according to the front axle load and the rear axle load.

[0011] According to some embodiments of the present invention, the front suspension includes a left front suspension and a right front suspension, the left front suspension is used to apply a left front active force to the left front side of the vehicle frame, and the right front suspension is used to apply a right front active force to the right front side of the vehicle frame; the rear suspension includes a left rear suspension and a right rear suspension, the left rear suspension is used to apply a left rear active force to the left rear side of the vehicle frame, and the right rear suspension is used to apply a right rear active force to the right rear side of the vehicle frame. After performing the braking of the vehicle, the control method further includes: Obtain the roll angle of the vehicle frame; The left front drive force, the right front drive force, the left rear drive force, and the right rear drive force are adjusted according to the roll angle.

[0012] According to some embodiments of the present invention, after performing the braking of the vehicle, the control method further includes: When the brake pedal is released, the vehicle speed change rate is obtained and compared with a change rate threshold. When the rate of change of vehicle speed is less than the rate of change threshold, the front driving force is adjusted to a preset front driving force and the rear driving force is adjusted to a preset rear driving force.

[0013] According to some embodiments of the present invention, the directions of the preset forward driving force and the preset rear driving force are upward.

[0014] According to a second aspect of the present invention, a vehicle controller includes at least one processor; and a memory storing instructions that, when executed by the at least one processor, perform the active suspension control method described in the first aspect of the present invention.

[0015] The vehicle controller according to embodiments of the present invention has at least the following beneficial effects: when the vehicle controller executes the active suspension control method of the above embodiments, before the braking system applies significant braking force to the vehicle, the front suspension increases the target front active force opposite to the downward movement of the front side of the vehicle, and at the same time the rear suspension increases the target rear active force opposite to the upward movement of the rear side of the vehicle, thus providing resistance to the upcoming forward tilting tendency of the vehicle; when the braking system brakes the vehicle, the front and rear sides of the vehicle are affected by the target front active force and the target rear active force respectively, suppressing the initial amplitude and speed of the vehicle body tilting forward, and improving the comfort of the occupants.

[0016] The vehicle according to a third aspect of the present invention includes the vehicle controller described in the second aspect of the above embodiments.

[0017] The vehicle employs an active suspension control method executed by the vehicle controller. Before the braking system applies significant braking force to the vehicle, the front suspension increases the target front active force opposite to the downward movement of the front side of the vehicle, while the rear suspension increases the target rear active force opposite to the upward movement of the rear side of the vehicle, thus resisting the upcoming forward tilting tendency of the vehicle. When the braking system brakes the vehicle, the front and rear sides of the vehicle are affected by the target front active force and the target rear active force, respectively, suppressing the initial amplitude and speed of the forward tilting of the vehicle body and improving the comfort of the occupants.

[0018] Since the vehicle adopts all the technical solutions of the vehicle controller in the above embodiments, it has at least all the beneficial effects brought about by the technical solutions in the above embodiments, which will not be repeated here.

[0019] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. Attached Figure Description

[0020] Figure 1 This is a flowchart of an active suspension control method according to an embodiment of the present invention; Figure 2 This is a flowchart of obtaining the forward driving force and the rear driving force of the target in one embodiment of the present invention; Figure 3 This is a flowchart of establishing a relation table in one embodiment of the present invention; Figure 4 This is a flowchart of adjusting the pitch angle after vehicle braking, according to an embodiment of the present invention; Figure 5 This is a flowchart of adjusting the braking pressure after vehicle braking according to an embodiment of the present invention; Figure 6 This is a flowchart of adjusting the roll angle after vehicle braking, according to an embodiment of the present invention. Detailed Implementation

[0021] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0022] In the description of this invention, it should be understood that the terms front, back, up, down, axial, circumferential, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0023] In the description of this invention, "multiple" means two or more; "greater than," "less than," and "exceeding" are understood to exclude the stated number; "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0024] In the description of this invention, it should be noted that terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0025] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are some embodiments of the present invention, not all embodiments.

[0026] The stiffness and damping characteristics of active suspension can be dynamically and adaptively adjusted according to the vehicle's driving conditions (vehicle motion state and road conditions, etc.) to keep the suspension system in the best damping state at all times.

[0027] An active suspension adds a controllable force-applying device to a passive suspension system. It typically consists of four parts: an actuator, a measurement system, a feedback control system, and an energy system. The actuator executes the commands of the active suspension control system and is generally an actuator, such as a hydraulic cylinder, pneumatic cylinder, servo motor, or electromagnet. The measurement system measures the system's various states, providing data to the control system; this includes various sensors. The control system processes data and issues various control commands; its core component is a computer. The energy system provides power to all the above parts. Active suspension uses actuators to apply active forces to the vehicle frame, reducing frame vibrations.

[0028] Currently, a vehicle's braking system and fully active suspension system typically operate independently. The braking system is primarily used to decelerate or stop the vehicle, while the fully active suspension system can comprehensively assess different road conditions, driver input, and real-time vehicle movement to adjust the suspension's active force and damping force in real time to achieve ride comfort and handling stability.

[0029] However, existing fully active suspension control systems are mostly reactive. During vehicle braking, the fully active suspension control system only starts adjusting the active force or damping force after detecting an abnormal pitch state of the vehicle body. This has a certain lag, resulting in a large change in the vehicle's pitch angle, which can easily cause discomfort to the occupants.

[0030] Therefore, this invention provides an active suspension control method. When the braking system brakes the vehicle, the front and rear sides of the vehicle are affected by the target front active force and the target rear active force, respectively, which suppresses the initial amplitude and speed of the vehicle body tilting forward and improves the comfort of the occupants.

[0031] refer to Figures 1 to 6 An active suspension control method according to an embodiment of the present invention is described. This active suspension control method is applicable to vehicles, especially vehicles with active suspension. The active suspension control method is described below with specific examples.

[0032] The vehicle includes a frame and a braking system. The braking system is equipped with a brake pedal. The active suspension includes a front suspension and a rear suspension. The front suspension is used to apply front active force to the front side of the frame, and the rear suspension is used to apply rear active force to the rear side of the frame.

[0033] Reference Figure 1 As shown, the active suspension control method of this invention includes, but is not limited to, the following steps.

[0034] Step S100: Obtain the travel distance of the driver pressing the brake pedal, and obtain the target braking pressure based on the travel distance; Step S200: Adjust the front driving force to the target front driving force and the rear driving force to the target rear driving force according to the target braking pressure, with the direction of the target front driving force being upward and the direction of the target rear driving force being downward. Step S300: Control the braking system to output the target braking pressure to brake the vehicle.

[0035] The vehicle's braking system is equipped with a travel sensor to measure the travel distance of the brake pedal when the driver presses it. The braking system converts the travel distance collected by the travel sensor into corresponding braking pressure, and then the brakes generate the corresponding braking pressure to brake the vehicle's wheels.

[0036] Therefore, in step S100, after the driver presses the brake pedal, the braking system outputs the target braking pressure according to the travel of the brake pedal.

[0037] The greater the travel of the brake pedal when pressed by the driver, the greater the target braking pressure. The driver's braking intention can be predicted based on the target braking pressure, and the greater the target braking pressure, the more pronounced the tendency for the vehicle to tilt forward. Therefore, before the braking system controls the brakes to apply the target braking pressure to the wheels, in step S200, the active power of the front and rear suspensions can be adjusted based on the magnitude of the target braking pressure. This adjusts the front active power to an upward-directed target front active power and the rear active power to a downward-directed target rear active power. In other words, applying an upward target front active power to the front of the chassis through the front suspension reduces the tendency for the front of the chassis to sink, and applying a downward target rear active power to the rear of the chassis through the rear suspension reduces the tendency for the rear of the chassis to rise.

[0038] After the braking system controls the brakes to apply the target braking pressure to the wheels, the vehicle begins to brake, and the vehicle tends to tilt forward, that is, the front of the vehicle tends to sink and the rear of the vehicle tends to rise. At this time, since the front suspension and the rear suspension have already provided the target front active force and the target rear active force in advance, the tendency of the vehicle to tilt forward can be effectively suppressed, the initial amplitude and speed of the vehicle body tilting forward are suppressed, and the comfort of the occupants is improved.

[0039] Reference Figure 1 As shown, the active suspension control method of the present invention, after performing the step of braking the vehicle, also includes, but is not limited to, the following steps.

[0040] Step S400: When the brake pedal is released, obtain the vehicle speed change rate and compare the vehicle speed change rate with the change rate threshold. Step S500: When the rate of change of vehicle speed is less than the rate of change threshold, adjust the front driving force to the preset front driving force and adjust the rear driving force to the preset rear driving force.

[0041] Among them, the directions of the preset forward driving force and the preset backward driving force are upward.

[0042] After the vehicle successfully completes the braking action, the driver releases the brake pedal, the braking system removes the braking pressure from the brakes, and the vehicle returns to normal driving status. Therefore, the vehicle's speed change rate remains within a stable range.

[0043] When the rate of change of vehicle speed is determined not to exceed the rate of change threshold, it proves that the vehicle is in a stable driving state. Therefore, it is necessary to adjust the active suspension to the preset state, that is, adjust the front active force to the preset front active force and the rear active force to the preset rear active force, so that the frame is in the preset damping state and ensures the comfort of normal vehicle driving.

[0044] Reference Figure 2 As shown, step S200 includes, but is not limited to, the following steps.

[0045] Step S210: Establish a relationship table of target braking pressure, target front driving force and target rear driving force based on the vehicle's preset data; Step S220: Obtain the target's forward driving force and target's backward driving force by looking up the relationship table; Step S230: Adjust the forward driving force to the target forward driving force and adjust the rear driving force to the target rear driving force.

[0046] In step S210, a relationship table of target braking pressure, target front driving force and target rear driving force is pre-formulated based on the vehicle's preset data.

[0047] In this embodiment, based on the vehicle's braking test, the tester depresses the brake pedal and records the travel distance. Based on the travel distance, the target braking pressure is determined. Then, the front suspension is controlled to provide an upward front active force and the rear suspension is controlled to provide a downward rear active force, and the vehicle's pitch angle is recorded. While keeping the target braking pressure constant, the front and rear active forces are continuously changed. When the vehicle's pitch angle is closest to 0°, the corresponding front active force is recorded as the target front active force, and the corresponding rear active force is recorded as the target rear active force.

[0048] Then, the distance the tester presses the brake pedal is changed to alter the target braking pressure. The braking test of the vehicle is repeated to obtain the target front driving force and target rear driving force corresponding to multiple target braking pressures. A relationship table is then established based on these data.

[0049] Therefore, in step S220, when the driver presses the brake pedal to brake during actual vehicle operation, the travel of the brake pedal determines the target braking pressure, and the corresponding target forward active force and target rear active force can be obtained based on the target braking pressure and the relationship table.

[0050] In step S230, the front suspension is controlled to correct the front active force to the target front active force, and the rear suspension is controlled to correct the rear active force to the target rear active force.

[0051] Finally, when the vehicle brakes, the main forces exerted by the front and rear suspensions on the front and rear sides of the vehicle bring the pitch angle close to 0°, improving the comfort of the occupants.

[0052] Reference Figure 3 As shown, step S210 includes, but is not limited to, the following steps.

[0053] Step S211: Divide the braking pressure into multiple braking levels according to the magnitude of the target braking pressure, and arrange the multiple braking levels in ascending order; Step S212: Obtain the weight of the vehicle, and configure the corresponding target front active force and target rear active force for each braking level according to the weight.

[0054] Based on the brake pedal travel and brake pressure changes, the driver's braking demand intensity is determined and categorized into light braking, moderate braking, and heavy braking. The judgment logic is as follows: brake pressure less than or equal to 30 bar is light braking, brake pressure between 30 bar and 70 bar is moderate braking, and brake pressure greater than or equal to 70 bar is heavy braking.

[0055] Before the braking system applies significant braking force, the front suspension is controlled to rapidly increase the front active force opposite to the downward movement of the front of the car, while the rear suspension increases the rear active force opposite to the upward movement of the rear of the car. This provides resistance to the upcoming forward tilting tendency and greatly suppresses the initial amplitude and speed of the vehicle pitch. The specific magnitudes of the front and rear active forces are as follows.

[0056] For light braking, the main force controlling the front and rear suspensions is 0–1000 N, with the specific value adjusted according to the vehicle's weight. For moderate braking, the main force controlling the front and rear suspensions is 1000–2000 N, with the specific value adjusted according to the vehicle's weight. For heavy braking, the main force controlling the front and rear suspensions is 2000–5000 N, with the specific value adjusted according to the vehicle's weight. It is understandable that under the same target braking pressure, the greater the vehicle's weight, the more pronounced the forward tilt, and therefore the greater the active force required from the front and rear suspensions.

[0057] Reference Figure 4 As shown, the active suspension control method of the present invention, after performing the step of braking the vehicle, also includes, but is not limited to, the following steps.

[0058] Step S600: Obtain the pitch angle of the chassis and compare the pitch angle with the pitch angle threshold. Step S610: When the pitch angle is greater than the pitch angle threshold, increase the target's forward driving force.

[0059] The vehicle is equipped with an inertial measurement unit (IMU, including accelerometer and gyroscope). The IMU provides real-time feedback on the vehicle's pitch angle and its rate of change. If the pitch angle is detected to be too large, exceeding the pitch angle threshold of 0.8° / g, the front suspension is controlled to increase the target forward driving force to correct the vehicle's pitch angle.

[0060] The braking system includes front brakes and rear brakes. The front brakes are used to brake the front wheels of the vehicle, and the rear brakes are used to brake the rear wheels of the vehicle.

[0061] Reference Figure 5 As shown, the active suspension control method of the present invention, after performing the step of braking the vehicle, also includes, but is not limited to, the following steps.

[0062] Step S700: Obtain the pitch angle of the chassis; calculate the front axle load and rear axle load of the chassis based on the pitch angle, the target front active force, and the target rear active force. Step S710: Adjust the braking pressure of the front brake and the rear brake according to the front axle load and the rear axle load.

[0063] Since changes in vehicle attitude affect the ground load of each wheel, the distribution of braking force can be continuously optimized. Signals such as the active suspension's main force values ​​and the vehicle's pitch angle are fed back to the braking system via a bus. The braking system dynamically adjusts the braking force of the front and rear axles and the left and right wheels based on the existing EBD function. For example, when the front axle load increases due to the vehicle's pitch attitude, the front wheel braking force can be appropriately increased to fully utilize the increased traction, improve braking efficiency, and shorten the braking distance.

[0064] The front suspension includes a left front suspension and a right front suspension. The left front suspension applies left front active force to the left front side of the frame, and the right front suspension applies right front active force to the right front side of the frame. The rear suspension includes a left rear suspension and a right rear suspension. The left rear suspension applies left rear active force to the left rear side of the frame, and the right rear suspension applies right rear active force to the right rear side of the frame.

[0065] Reference Figure 6 As shown, the active suspension control method of the present invention, after performing the step of braking the vehicle, also includes, but is not limited to, the following steps.

[0066] Step S800: Obtain the camber angle of the chassis; Step S810: Adjust the left front drive force, right front drive force, left rear drive force and right rear drive force according to the roll angle.

[0067] The vehicle is equipped with an inertial measurement unit (IMU, including accelerometers and gyroscopes). The IMU provides real-time feedback on the vehicle's roll angle and its rate of change. When the driver steers during braking, the roll angle changes. Based on this roll angle, the outer suspension can be adjusted to increase its active force, thus reducing the roll angle. For example, when the vehicle turns left during braking, it tilts to the right. The right front suspension increases its upward active force to the right front, and the right rear suspension increases its upward active force to the right rear, suppressing vehicle tilt and improving stability and comfort.

[0068] Currently, a vehicle's braking system and fully active suspension system typically operate independently. The braking system is primarily used to decelerate or stop the vehicle, while the fully active suspension system can comprehensively assess different road conditions, driver actions (acceleration, braking, steering), and the vehicle's real-time movement to adjust the suspension's active force and damping force in real time to achieve ride comfort and handling stability.

[0069] However, existing fully active suspension control systems are mostly reactive. For example, during braking, the fully active suspension control system only begins to adjust the active force or damping force after detecting an abnormal pitch state of the vehicle body. Although this significantly reduces the pitch rate compared to vehicles without a fully active suspension control system, a certain degree of lag still exists, and passengers inevitably experience discomfort. Simultaneously, during braking, changes in vehicle attitude may prevent the system from fully utilizing the road surface's coefficient of friction, affecting braking performance and vehicle stability.

[0070] The purpose of this invention is to provide an active suspension control method to solve the problems of lag in fully active suspension control and poor braking performance and ride comfort caused by the independent operation of the braking system and the fully active suspension system, thereby achieving better vehicle stability and ride comfort during braking.

[0071] Active suspension control methods can be integrated into a cooperative control system, which includes a sensor module, a cooperative control module (CDS), a braking execution module, and a fully active suspension execution module.

[0072] The sensor module includes vehicle status sensors and driving intention sensors. The vehicle status sensors include wheel speed sensors, inertial measurement units (IMU, including accelerometers and gyroscopes), steering wheel angle sensors, vehicle height sensors, etc.; the driving intention sensors include brake pedal position / pressure sensors and accelerator pedal sensors.

[0073] The Cooperative Control Module (CDS) has the following functions: receiving information from the sensor module; determining braking demand and making pre-adjustment decisions for the fully active suspension; and realizing the cooperative control of the braking system and the fully active suspension through the CAN bus, dynamically adjusting the parameters of the fully active suspension system and the braking pressure distribution of the braking system.

[0074] Braking Execution Module: Performs braking operations and adjusts braking force according to instructions from the coordination control module on the CAN bus, including but not limited to hydraulic brake-by-wire (EHB) and electromechanical brake-by-wire (EMB) systems.

[0075] Fully active suspension actuator module: Adjusts the main force and damping force of the fully active suspension according to the instructions of the collaborative control module on the CAN bus.

[0076] The control method consists of three stages, as detailed below.

[0077] Phase 1: Demand Forecasting and Pre-adjustment.

[0078] ① Prediction based on driving intent: Based on the changes in brake pedal travel and brake pressure, the intensity of the driver's braking demand is determined and classified into light braking, moderate braking and heavy braking. The judgment logic is as follows: brake pressure less than or equal to 30 bar is light braking, brake pressure between 30 bar and 70 bar is moderate braking, and brake pressure greater than or equal to 70 bar is heavy braking.

[0079] ② Fully active suspension pre-adjustment: Before the braking system applies significant braking force, the cooperative control module controls the front suspension to rapidly increase the front active force opposite to the downward movement of the front of the vehicle, and at the same time may cause the rear suspension to increase the rear active force opposite to the upward movement of the rear of the vehicle, to provide resistance to the upcoming forward tilting trend, and greatly suppress the initial amplitude and speed of the vehicle pitch, as detailed below.

[0080] For light braking, the main force controlling the front and rear suspension is 0-1000N, with the specific value adjusted according to different vehicle weights.

[0081] For moderate braking, the main force controlling the front and rear suspension is 1000-2000N, with the specific value adjusted according to different vehicle weights.

[0082] For heavy braking, the main force controlling the front and rear suspension is 2000-5000N, with the specific value adjusted according to the different vehicle weights.

[0083] Phase Two: Dynamic Coordination During Braking.

[0084] ① Fully active suspension control: The IMU provides real-time feedback on the vehicle's pitch angle, roll angle, and rate of change. If the pitch angle is still too large (pitch angle greater than 0.8° / g), the system will further enhance the front active force of the front suspension. If the vehicle is turning while braking, the active force of the suspension on the outside of the vehicle's turn is increased to suppress roll, with the side of the vehicle turning as the inside.

[0085] ② Brake-by-wire control: Because changes in vehicle body posture affect the ground load of each wheel, the system continuously optimizes the distribution of braking force (EBD function). The cooperative control module feeds back signals such as the main force value and vehicle pitch angle to the braking system via the CAN bus. The braking system dynamically adjusts the braking force of the front and rear axles and the left and right wheels based on the existing EBD function. For example, when the front axle load increases due to pitch, the front wheel braking force can be appropriately increased to make full use of the increased adhesion, improve braking efficiency, and shorten the braking distance.

[0086] Phase 3: Recovery after braking ends.

[0087] When the cooperative control module detects that the brake pedal signal is in a non-braking state and the vehicle speed signal value is stable, the cooperative control module controls the fully active suspension system to gradually restore the resistance force to the normal driving setting value to ensure the comfort of subsequent driving.

[0088] The CDS controller controls the braking system and active suspension via the CAN bus. When the CDS controller detects that the vehicle is under light, moderate, or heavy braking, it controls the active suspension to perform active power output control according to the strategy described above to resist the forward tilt of the vehicle body in advance. When the vehicle exits the braking state, it controls the active suspension to restore the main power output to the normal driving level to ensure the driving comfort of the vehicle.

[0089] This invention also provides a vehicle controller, including a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the active suspension control method of the above embodiments.

[0090] Taking the example of a processor and memory in a vehicle controller being connected via a bus, the memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, the memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory may optionally include memory remotely located relative to the control processor, and these remote memories can be connected to the control device via a network.

[0091] The non-transient software program and instructions required to implement the control method of the above embodiments are stored in memory. When executed by a processor, the control method of the above embodiments is executed. For example, executing... Figure 1 Method steps S100 to S500 Figure 2 Method steps S210 to S230, Figure 3 Method steps S211 to S212, Figure 4 Method steps S600 to S610, Figure 5 Method steps S700 to S710 in the text Figure 6 The method steps S800 to S810, etc.

[0092] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0093] This invention also provides a vehicle, including the vehicle controller described in the above embodiments.

[0094] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0095] Since the vehicle applies all the technical solutions of the above-described vehicle controller, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0096] Furthermore, one embodiment of the present invention provides a computer-readable storage medium storing computer-executable instructions for performing the control method described above. Exemplarily, the above-described control method is performed... Figures 1 to 6 The methods and steps in the text.

[0097] It is worth noting that, since the computer-readable storage medium of the present invention is capable of executing the control method of any of the above embodiments, the specific implementation and technical effects of the computer-readable storage medium of the present invention can be referred to the specific implementation and technical effects of the control method of any of the above embodiments.

[0098] Furthermore, one embodiment of the present invention also provides a computer program product, including a computer program or computer instructions, which are stored in a computer-readable storage medium. A processor of a computer device reads the computer program or computer instructions from the computer-readable storage medium and executes the computer program or computer instructions, causing the computer device to perform the above-described active suspension control method. Exemplarily, the above-described method is performed... Figures 1 to 6 The methods and steps in the text.

[0099] It is worth noting that, since the computer program product of the present invention can execute the control method of any of the above embodiments, the specific implementation method and technical effect of the computer program product of the present invention can refer to the specific implementation method and technical effect of the control method of any of the above embodiments.

[0100] It will be understood by those skilled in the art that all or some of the steps and systems in the methods disclosed above can be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, as is known to those skilled in the art, communication media typically include computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0101] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

Claims

1. An active suspension control method, characterized in that, The control method is applied to a vehicle with an active suspension, the vehicle including a frame and a braking system, the braking system having a brake pedal, the active suspension including a front suspension and a rear suspension, the front suspension for applying a front active force to the front side of the frame, and the rear suspension for applying a rear active force to the rear side of the frame, the control method comprising: The stroke of the driver pressing the brake pedal is obtained, and the target braking pressure is obtained based on the stroke. The front driving force is adjusted to the target front driving force and the rear driving force is adjusted to the target rear driving force according to the target braking pressure, wherein the direction of the target front driving force is upward and the direction of the target rear driving force is downward; The braking system is controlled to output the target braking pressure to brake the vehicle.

2. The active suspension control method according to claim 1, characterized in that, The step of adjusting the front driving force to the target front driving force and the rear driving force to the target rear driving force according to the target braking pressure includes: Establish a relationship table between the target braking pressure, the target front driving force, and the target rear driving force based on the vehicle's preset data; The forward and backward driving forces of the target are obtained by looking up the aforementioned relationship table. The forward driving force is adjusted to the target forward driving force, and the rear driving force is adjusted to the target rear driving force.

3. The active suspension control method according to claim 2, characterized in that, The step of establishing a relationship table between the target braking pressure, the target front driving force, and the target rear driving force based on preset data of the vehicle includes: The braking pressure is divided into multiple braking levels, which are arranged in ascending order of magnitude. The weight of the vehicle is obtained, and the target front active force and the target rear active force are configured for each braking level based on the weight.

4. The active suspension control method according to claim 1, characterized in that, After performing the braking of the vehicle, the control method further includes: Obtain the pitch angle of the vehicle frame and compare the pitch angle with the pitch angle threshold; When the pitch angle is greater than the pitch angle threshold, the forward driving force of the target is increased.

5. The active suspension control method according to claim 1, characterized in that, The braking system includes front brakes and rear brakes. After braking the vehicle, the control method further includes: The pitch angle of the vehicle frame is obtained, and the front axle load and rear axle load of the vehicle frame are calculated based on the pitch angle, the target front active force and the target rear active force. The braking pressure of the front brake and the rear brake is adjusted according to the front axle load and the rear axle load.

6. The active suspension control method according to claim 1, characterized in that, The front suspension includes a left front suspension and a right front suspension. The left front suspension applies a left front active force to the left front side of the vehicle frame, and the right front suspension applies a right front active force to the right front side of the vehicle frame. The rear suspension includes a left rear suspension and a right rear suspension. The left rear suspension applies a left rear active force to the left rear side of the vehicle frame, and the right rear suspension applies a right rear active force to the right rear side of the vehicle frame. After performing the braking of the vehicle, the control method further includes: Obtain the roll angle of the vehicle frame; The left front drive force, the right front drive force, the left rear drive force, and the right rear drive force are adjusted according to the roll angle.

7. The active suspension control method according to claim 1, characterized in that, After performing the braking of the vehicle, the control method further includes: When the brake pedal is released, the vehicle speed change rate is obtained and compared with a change rate threshold. When the rate of change of vehicle speed is less than the rate of change threshold, the front driving force is adjusted to a preset front driving force and the rear driving force is adjusted to a preset rear driving force.

8. The active suspension control method according to claim 7, characterized in that, The directions of the preset forward driving force and the preset backward driving force are upward.

9. A vehicle controller, characterized in that, include: At least one processor; And a memory storing instructions that, when executed by at least one processor, perform the active suspension control method according to any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the vehicle controller as described in claim 9.

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