Vehicle Suspension Control Method, Electronic Device, and Storage Medium

Abstract

The present invention provides a vehicle suspension control method, an electronic device, and a storage medium. The vehicle suspension control method includes: obtaining the camber angles of each wheel; respectively determining the first camber angle adjustment amounts of each wheel according to a first preset rule; respectively determining the second camber angle adjustment amounts of each wheel according to a second preset rule; determining a first effect parameter corresponding to the first preset rule and a second effect parameter corresponding to the second preset rule; respectively determining the actual camber angle adjustment amounts of each wheel according to the first camber angle adjustment amounts, the second camber angle adjustment amounts, the first effect parameter, and the second effect parameter; and adjusting a variable structure suspension according to the actual camber angle adjustment amounts of each wheel to adjust the camber angles of each wheel. The vehicle suspension control method provided by the present invention aims to solve the problem in the conventional technology that the adjustment effect of the vehicle suspension is poor and it is impossible to take into account both the ride comfort and the handling stability of the vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle suspension control method, electronic equipment and storage medium. Background Art

[0002] Intelligent suspensions for automobiles include active suspensions, semi-active suspensions, and variable structure suspensions. Active suspensions provide additional forces between the vehicle body and the wheels. This type of suspension is easy to study and control in terms of dynamics. However, because the force it provides is in the vertical direction, it consumes a lot of energy and is difficult to apply to passenger cars. Semi-active suspensions can indirectly provide forces by adjusting the damping of the shock absorber or the spring stiffness of the suspension. They have low energy consumption and have been used in many passenger cars. Variable structure suspensions refer to new intelligent controllable suspensions that adjust key suspension parameters such as wheel camber, roll center, and kingpin caster angle by changing the suspension structure. However, due to the complexity of the suspension structure itself, structural changes may cause multiple coupling parameters to change together. Taking the double wishbone suspension as an example, adjusting the equivalent length of the upper control arm can adjust the wheel camber, but it will also cause changes in the roll center. The coupling between these parameters makes it difficult to formulate the control strategy of the variable structure suspension. Therefore, the variable structure suspension has not yet been applied to real vehicles and remains in the theoretical research stage.

[0003] Semi-active suspension can control the damping elements or elastic elements of the suspension, indirectly generate force through the speed difference and vertical height difference between the wheel and the body, regulate the vehicle's motion state, and improve the vehicle's handling stability and ride comfort. Currently, solenoid valve damping continuously adjustable shock absorbers with adjustable damping characteristics, magnetorheological shock absorbers, and air springs with adjustable stiffness characteristics have been applied to actual vehicles.

[0004] The components of the suspension include a guide mechanism, an elastic element, a damping element and a lateral stabilizer bar. The variable structure suspension mainly makes active structural changes to the guide mechanism, such as controlling the connection point of the shock absorber to change the suspension lever ratio, while the semi-active suspension controls the elastic element and the damping element, such as magnetorheological shock absorbers and air springs. Because the structural changes and the selection of shock absorbers and springs are not in conflict, how to combine the two suspensions, that is, to control the guide mechanism, the damping element and the elastic element at the same time to achieve a better control effect, is a technical problem that technicians in this field urgently need to solve. Summary of the invention

[0005] The present invention provides a vehicle suspension control method, an electronic device and a storage medium, which are used to solve the problem that the vehicle suspension adjustment effect in the traditional technology is poor and the vehicle riding comfort and handling stability cannot be taken into account.

[0006] In view of the problems existing in the prior art, the present invention provides a vehicle suspension control method, including:

[0007] Obtain the camber angles of each wheel;

[0008] According to a first preset rule, respectively determine the first camber angle adjustment amount of each wheel, so that the camber angle of each wheel approaches 0°;

[0009] According to a second preset rule, respectively determine the second camber angle adjustment amount of each wheel to increase or decrease the yaw angular velocity of the vehicle;

[0010] Determine a first effect parameter corresponding to the first preset rule and a second effect parameter corresponding to the second preset rule, and the sum of the first effect parameter and the second effect parameter is 1;

[0011] According to the first camber angle adjustment amount, the second camber angle adjustment amount, the first effect parameter, and the second effect parameter, respectively determine the actual camber angle adjustment amount of each wheel;

[0012] According to the actual camber angle adjustment amount of each wheel, adjust the variable structure suspension to adjust the camber angle of each wheel.

[0013] According to a vehicle suspension control method provided by the present invention, obtaining the camber angle of each wheel includes:

[0014] According to the moment of inertia of the sprung mass of the vehicle about the center of mass, the unsprung mass of the vehicle, and the distance between the center of mass and the roll center of the vehicle, based on the following formula, calculate the moment of inertia of the sprung mass of the vehicle about the roll center:

[0015] I x =I c +m s h s 2

[0016] According to the moment of inertia of the sprung mass of the vehicle about the roll center, the unsprung mass of the vehicle, the distance between the center of mass and the roll center of the vehicle, the roll stiffness of the vehicle, the roll damping of the vehicle, the lateral acceleration of the unsprung mass of the vehicle, the roll angular velocity, and the roll angular acceleration, based on the following formula, calculate the roll angle of each wheel;

[0017]

[0018] According to the initial camber angle of the wheel, the body roll angle, the wheelbase, and the steering mechanism parameters, based on the following formula, calculate the camber angle of each wheel:

[0019]

[0020] Wherein, I xis the moment of inertia of the sprung mass of the vehicle about the roll center, I c is the moment of inertia of the sprung mass of the vehicle about the center of mass, m s is the unsprung mass of the vehicle, h s is the distance between the center of mass and the roll center of the vehicle, K is the roll stiffness of the vehicle, C is the roll damping of the vehicle, a y is the lateral acceleration of the unsprung mass of the vehicle, is the roll angle of the vehicle body, is the roll angular velocity of the vehicle body, is the roll angular acceleration of the vehicle body, γ0 is the initial camber angle of the wheel, T is the track width, k g is the steering mechanism parameter.

[0021] According to a vehicle suspension control method provided by the present invention, according to the first preset rule, respectively determining the first camber angle adjustment amount of each wheel includes:

[0022] According to the camber angle of each wheel, determining the first camber angle adjustment amount of each wheel in real time, so that the camber angle of each adjusted wheel approaches 0°; and / or,

[0023] According to the camber angle of each wheel and the first preset gear position, determining the first camber angle adjustment amount of each wheel, so that the camber angle of each adjusted wheel approaches 0°.

[0024] According to a vehicle suspension control method provided by the present invention, according to the camber angle of each wheel and the first preset gear position, determining the second camber angle adjustment amount of each wheel, so that the camber angle of each adjusted wheel approaches 0° includes:

[0025] According to the first preset gear position, determining that the camber angle of each adjusted wheel is within the camber angle threshold, and determining the first camber angle adjustment amount of each wheel according to the first preset gear position;

[0026] According to the first preset gear position, determining that the camber angle of each adjusted wheel is outside the camber angle threshold, and determining that the first camber angle adjustment amount is 0°.

[0027] According to a vehicle suspension control method provided by the present invention, the second preset rule for respectively determining the second camber angle adjustment amount of each wheel includes:

[0028] Determining that the user selects the first mode, and based on the roll angle of the vehicle body, calculating the sum of the front axle camber angle control amounts and the sum of the rear axle camber angle control amounts according to the following formula to reduce the yaw angular velocity of the vehicle:

[0029]

[0030] According to the sum of the front axle camber angle control amounts, determining the second camber angle adjustment amounts of the two front wheels;

[0031] Determine the second camber adjustment amount of the two rear wheels according to the sum of the rear axle camber control amounts;

[0032] Determine that the user selects the second mode. According to the roll angle of the vehicle body, based on the following formula, calculate the sum of the front axle camber control amounts and the sum of the rear axle camber control amounts to increase the yaw angular velocity of the vehicle:

[0033]

[0034] Determine the second camber adjustment amount of the two front wheels according to the sum of the front axle camber control amounts;

[0035] Determine the second camber adjustment amount of the two rear wheels according to the sum of the rear axle camber control amounts;

[0036] Wherein, is the roll angle of the vehicle body, Δγ f-ad is the sum of the front axle camber control amounts, Δγ r-ad is the sum of the rear axle camber control amounts.

[0037] According to a vehicle suspension control method provided by the present invention, determining the second camber adjustment amount of the two front wheels according to the sum of the front axle camber control amounts includes:

[0038] Determine the second camber adjustment amount of the two front wheels in real time according to the sum of the front axle camber control amounts; and / or,

[0039] Determine the second camber adjustment amount of the two front wheels according to the sum of the front axle camber control amounts and the second preset gear.

[0040] According to a vehicle suspension control method provided by the present invention, determining the first effect parameter corresponding to the first preset rule and the second effect parameter corresponding to the second preset rule includes:

[0041] Determine that the user selects the first control effect, select the first effect parameter within the first threshold and determine the second effect parameter;

[0042] Determine that the user selects the second control effect, select the first effect parameter within the second threshold and determine the second effect parameter;

[0043] Determine that the user selects the third control effect, and determine that the first effect parameter is equal to the second effect parameter.

[0044] According to a vehicle suspension control method provided by the present invention, determining the actual camber adjustment amount of each wheel according to the first camber adjustment amount, the second camber adjustment amount, the first effect parameter, and the second effect parameter includes:

[0045] Based on the first camber adjustment amount, the second camber adjustment amount, the first effect parameter, and the second effect parameter, calculate the actual camber adjustment amount of each wheel according to the following formula:

[0046] Δγ ad-e = k G-L Δγ ad-G +(1 - k G-L )Δγ ad-L

[0047] where k G-L is the first effect parameter, Δγ ad-e is the actual camber adjustment amount, Δγ ad-G is the first camber adjustment amount, and Δγ ad-L is the second camber adjustment amount.

[0048] According to a vehicle suspension control method provided by the present invention, after adjusting the variable structure suspension to adjust the camber of each wheel according to the actual camber adjustment amount of each wheel, it further includes: adjusting the semi-active suspension to increase the suspension damping; and / or, adjusting the semi-active suspension to increase the suspension stiffness.

[0049] According to a vehicle suspension control method provided by the present invention, after determining that the user selects the first mode, it further includes: adjusting the semi-active suspension to increase the suspension damping; after determining that the user selects the second mode, it further includes: adjusting the semi-active suspension to increase the suspension stiffness.

[0050] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the program, it implements the steps of the vehicle suspension control method described in any one of the above.

[0051] The present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of the vehicle suspension control method described in any one of the above.

[0052] The vehicle suspension control method provided by the present invention can obtain the first camber angle adjustment amount through the first preset rule, so that the camber angle of the vehicle tends to 0°, optimizing the grounding performance of the vehicle and making the vehicle run more smoothly and comfortably; it can also obtain the second camber angle adjustment amount through the second preset rule, thereby changing the lateral force of the vehicle, reducing the yaw angular velocity of the vehicle in the comfort mode and increasing the yaw angular velocity of the vehicle in the sport mode to obtain a more matching vehicle running effect; in addition, according to user needs, the first preset rule and the second preset rule can be selectively combined to obtain the actual adjusted camber angle amount after correction, so as to achieve the control effect of optimizing the synergy of grounding performance and lateral force, which is beneficial to optimizing the running effect of the vehicle and improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0054] Figure 1 is a schematic flowchart of the vehicle suspension control method provided by the present invention;

[0055] Figure 2 is a model diagram of the D'Alembert inertial force system of the vehicle's one-degree-of-freedom roll dynamics;

[0056] Figure 3 is a model diagram of the D'Alembert inertial force system of the sprung mass and the unsprung mass;

[0057] Figure 4 is a model diagram of the right-side guiding mechanism and its hard points of the double-wishbone suspension in the yoz two-dimensional plane;

[0058] Figure 5 is a schematic diagram of the simulation results of the vehicle dynamics performance of the continuously adjustable actuator under the first preset rule;

[0059] Figure 6 is a schematic diagram of the simulation results of the vehicle dynamics performance of the gear-shifting actuator under the second preset rule;

[0060] Figure 7 is a schematic diagram of the suspension structure;

[0061] Figure 8 is a schematic diagram of the results of the influence of controlling the roll damping on the vehicle dynamics performance;

[0062] Figure 9 is a schematic diagram of the results of the influence of controlling the stiffness on the vehicle dynamics performance;

[0063] Figure 10 It is a schematic diagram of the simulation results of vehicle dynamics performance for controlling roll damping and stiffness in the first mode;

[0064] Figure 11 It is a schematic diagram of the simulation results of vehicle dynamics performance for controlling roll damping and stiffness in the second mode;

[0065] Figure 12 It is a schematic diagram of the structure of the electronic device provided by the present invention.

[0066] Reference numerals:

[0067] 1: Processor; 2: Communication interface; 3: Memory; 4: Communication bus. Specific embodiments

[0068] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions in the present invention will be clearly and completely described below with reference to the accompanying drawings in the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present invention without making creative efforts shall fall within the protection scope of the present invention.

[0069] When the vehicle steers, the body will roll, and the left and right wheels will bounce in opposite directions vertically, manifested as the body rolling to the outside of the steering, the upward bounce of the outer wheel (the suspension is in the compression stroke) and the downward bounce of the inner wheel (the suspension is in the extension stroke). During this process, the ground contact of the wheels will change, such as the change of the wheel camber angle and the transfer of the wheel load, which will further change the lateral force exerted on the wheels by the ground, affect the vehicle's dynamic equation, and have an impact on handling stability and ride comfort.

[0070] In view of this, please refer to Figures 1 - 12 , the present invention provides a vehicle suspension control method, including:

[0071] S100. Obtain the camber angle of each wheel;

[0072] S200. According to the first preset rule, respectively determine the first camber angle adjustment amount of each wheel so that the camber angle of each wheel approaches 0°;

[0073] S300. According to the second preset rule, respectively determine the second camber angle adjustment amount of each wheel to increase or decrease the yaw angular velocity of the vehicle;

[0074] S400. Determine the first effect parameter corresponding to the first preset rule and the second effect parameter corresponding to the second preset rule, and the sum of the first effect parameter and the second effect parameter is 1;

[0075] S500. Determine the actual camber angle adjustment amount of each wheel respectively according to the first camber angle adjustment amount, the second camber angle adjustment amount, the first effect parameter, and the second effect parameter.

[0076] S600. Adjust the variable structure suspension according to the actual camber angle adjustment amount of each wheel to adjust the camber angle of each wheel.

[0077] As mentioned above, during the movement of the vehicle, the grounding of the wheel with the ground will change, thereby causing a change in the camber angle of the wheel. In the technical solution provided by the present invention, it is necessary to obtain the camber angle of each wheel, and this acquisition can be real-time or periodic, and the present invention does not limit this.

[0078] For passenger cars and some modified racing cars, the camber angle of the wheel is often designed to be negative to compensate for the change in the camber angle of the outer wheel during steering, which will result in a worse camber angle of the inner wheel. The first preset rule is mainly used to ensure the grounding effect of the tire. According to the first preset rule, the first camber angle adjustment amount is obtained, so that the camber angle of the wheel always approaches 0° during the driving of the vehicle to ensure the maximum grounding effect and is beneficial to maintaining the stability during the operation of the vehicle.

[0079] The change in the camber angle of the wheel will also cause a change in the lateral force of the wheel. If the moment generated by the change in the lateral force is opposite to the vehicle yaw angular velocity ω r in direction, its effect is to reduce the magnitude of ω r and tend to understeer, while reducing the body roll angle Conversely, if the generated moment is in the same direction as ω r , it will increase the vehicle yaw angular velocity ω r and tend to oversteer, while increasing the body roll angle The second preset rule is mainly used to optimize the lateral force of the vehicle. According to the second preset rule, the second camber angle adjustment amount is obtained, so that the yaw angular velocity of the vehicle can be reduced or decreased. In the case of reducing the yaw angular velocity of the vehicle, the vehicle runs relatively smoothly and is suitable for passenger cars; in the case of increasing the yaw angular velocity of the vehicle, the vehicle has a larger steering angle and is suitable for the operating requirements of vehicles such as racing cars or off-road vehicles.

[0080] It should be noted that in the technical solution provided by the present invention, the first effect parameter and the second effect parameter respectively correspond to the first preset rule and the second preset rule. When the first effect parameter is 1, the first preset rule is completely selected for vehicle adjustment, paying more attention to the optimization of vehicle ground contact. If the first effect parameter is 0, the second preset rule is completely selected for vehicle adjustment, paying more attention to the optimization of vehicle lateral force. Of course, there is also a coupling of the first preset rule and the second preset rule. By system recommendation or user independent selection, values are respectively assigned to the first effect parameter and the second effect parameter, and the synergistic effect of ground contact optimization and lateral force optimization can be achieved.

[0081] Specifically, S100, obtaining the camber angle of each wheel includes:

[0082] S110, based on the following formula, calculate the moment of inertia of the sprung mass of the vehicle about the roll center according to the moment of inertia of the sprung mass of the vehicle about the centroid, the unsprung mass of the vehicle, and the distance between the vehicle centroid and the roll center:

[0083] I x =I c +m s h s 2

[0084] S120, based on the following formula, calculate the roll angle of each wheel according to the moment of inertia of the sprung mass of the vehicle about the roll center, the unsprung mass of the vehicle, the distance between the vehicle centroid and the roll center, the roll stiffness of the vehicle, the roll damping of the vehicle, the lateral acceleration of the unsprung mass of the vehicle, the roll angular velocity, and the roll angular acceleration:

[0085]

[0086] S130, based on the following formula, calculate the camber angle of each wheel according to the initial camber angle of the wheel, the body roll angle, the wheelbase, and the steering mechanism parameters:

[0087]

[0088] where, I x is the moment of inertia of the sprung mass of the vehicle about the roll center, I c is the moment of inertia of the sprung mass of the vehicle about the centroid, m s is the unsprung mass of the vehicle, h s is the distance between the vehicle centroid and the roll center, K is the roll stiffness of the vehicle, C is the roll damping of the vehicle, a y is the lateral acceleration of the unsprung mass of the vehicle, is the body roll angle, is the body roll angular velocity, is the roll angular acceleration of the vehicle body, γ0 is the initial camber angle of the wheel, T is the track width, and k g is the parameter of the steering mechanism. Please refer to Figure 2 , according to vehicle dynamics, taking the roll center as the dividing point, separating the unsprung mass and sprung mass of the vehicle, the obtained dynamic model is as Figure 3 shown, Figure 3 where h rc is the height of the roll center, F yl , F zl , F yr , F zr are the lateral and vertical forces exerted by the ground on the left and right wheels, M s , F sy , F sz are the forces and torques between the sprung mass and the unsprung mass. When the unsprung mass and the sprung mass are separated for research, the following equations hold:

[0089]

[0090] For the sprung mass, taking moments about the projection point to the roll center, the dynamic equation of the one-degree-of-freedom vehicle roll model is as follows:

[0091]

[0092] When the roll angle φ is small, from I x = I c + m s h s 2 , the dynamic equation can be written as:

[0093]

[0094] Select the state vector The input quantity u = [a y ], the output quantity:

[0095]

[0096] The corresponding state-space expression is:

[0097]

[0098]

[0099] Therefore, the roll angle y of the vehicle body can be obtained from the lateral acceleration a of the unsprung mass of the vehicle, the roll angular velocity and the roll angular acceleration

[0100] It should be noted that if the roll angle of the vehicle body is considered as a function of the lateral acceleration a of the unsprung mass of the vehicle, the following functional relationship holds: y That is, there is the following functional relationship:

[0101]

[0102] Solving the roll dynamics equation of a single degree of freedom according to the linear second-order differential equation, the initial values can be given:

[0103]

[0104] In summary, the lateral acceleration a of the unsprung mass of the vehicle at a certain moment can be obtained through the acceleration sensor y , and then the roll angle of the vehicle body at this moment can be obtained

[0105] Furthermore, when the vehicle body rolls, the wheel jumping conditions on the left and right sides are exactly opposite. One side of the suspension is in the compression stroke, and the other side of the suspension is in the extension stroke, and it can be approximately considered that the absolute values of their jumping amounts |Δs| are equal. Because When it is positive, it corresponds to the compression of the right suspension and the stretching of the left suspension, that is The positive and negative of is consistent with the positive and negative of the right wheel jump, so the right wheel jump amount Δs r is selected as the unified amount Δs, and the wheel jump amounts Δs l and Δs r

[0106]

[0107] Through the trigonometric function relationship, the relationship between the roll angle and the single-sided wheel jump amount Δs can be expressed as:

[0108]

[0109] Among them, T represents the wheel track, and the roll angle can be considered a small quantity, and there is established. This approximation uses the radian system. Thus, the single-sided wheel jump amount Δs caused by the vehicle body roll can be expressed as:

[0110] Then the change in the camber angle of the wheel relative to the vehicle body caused by the vehicle roll is:

[0111]

[0112] Then the change in the camber angle of the wheel relative to the ground caused by the vehicle roll is:

[0113]

[0114] That is, when the vehicle body rolls, the changes in the camber angles of the left and right wheels are the same. Define

[0115]

[0116] Obtain the relationship between the change in the camber angle of the suspension wheel and the roll angle:

[0117]

[0118] Please refer to Figure 4 , taking the double-wishbone suspension as an example, the suspension guiding mechanism can be represented by Figure 4 a rod system model. According to l 12 , l 34 , l 13 , l 34 The determined four-bar model can establish the relationship between the wheel bounce Δy and the change in the camber angle of the wheel Δγ, defined as Δγ = k g Δy, where k g is only related to the guiding mechanism of the vehicle. When the vehicle steers, the vehicle body will roll, manifested as the upward bounce of the outer wheel and the downward bounce of the inner wheel. Since the inner and outer wheels are symmetric and the same set of wheel coordinate systems is used, when the inner and outer wheels bounce up and down in the opposite direction, the change in the camber angle of the wheel is the same, that is, the change in the camber angle of the inner and outer wheels Δγ can both be represented by Δγ = k g Δy.

[0119] The wheel bounce caused by the vehicle body roll can be expressed as

[0120]

[0121] where T is the track width, and the change in the camber angle of the wheel caused by the vehicle body roll is:

[0122]

[0123] Therefore, the change in the camber angle of the wheel can be obtained through the roll angle φ of the vehicle body. Combining the initial camber angle values γ0 of the inner and outer wheels, the camber angle γ of the wheel at the current moment can be obtained:

[0124]

[0125] Therefore, the camber angles γ of the inner and outer wheels at the current moment can be obtained through the lateral acceleration a y of the unsprung mass of the vehicle.

[0126] Furthermore, S200. According to the first preset rule, respectively determining the first camber angle adjustment amount of each wheel includes:

[0127] S210. Determine the first camber adjustment amount of each wheel in real time according to the camber angle of each wheel, so that the camber angle of each adjusted wheel approaches 0°; and / or,

[0128] S220. Determine the first camber adjustment amount of each wheel according to the camber angle of each wheel and the first preset gear, so that the camber angle of each adjusted wheel approaches 0°.

[0129] In the first preset rule, two execution methods are provided to adjust the camber angle of the wheel. The first is an actuator with continuously adjustable camber angle, which obtains and calibrates the camber angle of the wheel in real time to keep it at 0° all the time to ensure the maximum grounding effect; the other is a gear-switching type actuator, which is divided into three gears: the positive gear (actively increasing the camber angle γ by Δγ), the zero gear (not actively adjusting the camber angle γ), and the negative gear (actively decreasing the camber angle γ by Δγ).

[0130] For the continuously adjustable actuator, define its first camber adjustment amount Δγ ad The range is: Δγ ad =-|Δγ max |~|Δγ max |, and the specific value of the adjustment amount is:

[0131]

[0132] Specifically, since the first preset gear is set in the gear-switching type actuator and the amount of each adjustment is determined, it is necessary to determine the change in the grounding performance of the vehicle after adjustment. Therefore, S220. Determine the second camber adjustment amount of each wheel according to the camber angle of each wheel and the first preset gear, so that the camber angle of each adjusted wheel approaches 0° includes:

[0133] S221. According to the first preset gear, determine that the camber angle of each adjusted wheel is within the camber angle threshold, and determine the first camber adjustment amount of each wheel according to the first preset gear;

[0134] S222. According to the first preset gear, determine that the camber angle of each adjusted wheel is outside the camber angle threshold, and determine that the first camber adjustment amount is 0°.

[0135] In the gear-switching type actuator, define the adjustment amount Δγ ad There are three gears: Δγ ad =-|Δγ max |, 0°, |Δγ max |, 0° represents that the first camber adjustment amount is 0. Since the effect of the grounding adjustment is to make the adjusted camber angle approach 0°, in some cases the actual camber angle γ pis very close to 0° itself. Increasing or decreasing |Δγ max | will instead cause the camber angle not to be close to 0°. Therefore, there is no need to adjust the camber angle. The camber angle threshold can be represented by |Δγ max |-|γ p |≥|γ p | to judge, that is, 2|γ p |≤|Δγ max |. In this case, there is no need to adjust the camber angle. Therefore, in the gear-shifting type actuator, the specific value of the adjustment amount is:

[0136]

[0137] Reference can be made to Figure 5 , which is a schematic diagram of the vehicle dynamic performance simulation results of the continuously adjustable actuator under the first preset rule.

[0138] Furthermore, S300, according to the second preset rule, respectively determining the second camber angle adjustment amount of each wheel includes:

[0139] S310, determining that the user selects the first mode. According to the roll angle of the vehicle body, based on the following formula, calculate the sum of the front axle camber angle control amounts and the sum of the rear axle camber angle control amounts to reduce the yaw angular velocity of the vehicle:

[0140]

[0141] S320, determining the second camber angle adjustment amount of the two front wheels according to the sum of the front axle camber angle control amounts;

[0142] S330, determining the second camber angle adjustment amount of the two rear wheels according to the sum of the rear axle camber angle control amounts;

[0143] S340, determining that the user selects the second mode. According to the roll angle of the vehicle body, based on the following formula, calculate the sum of the front axle camber angle control amounts and the sum of the rear axle camber angle control amounts to increase the yaw angular velocity of the vehicle:

[0144]

[0145] S350, determining the second camber angle adjustment amount of the two front wheels according to the sum of the front axle camber angle control amounts;

[0146] S360, determining the second camber angle adjustment amount of the two rear wheels according to the sum of the rear axle camber angle control amounts;

[0147] Among them, is the roll angle of the vehicle body, Δγ f-ad is the sum of the front axle camber angle control amounts, Δγ r-adis the sum of the camber angle control amounts for the rear axle.

[0148] It should be noted that the first mode and the second mode need to be selected by the user. The first mode is equivalent to the comfort mode, which will reduce the yaw angular velocity of the vehicle, and the second mode is equivalent to the sport mode, which will increase the yaw angular velocity of the vehicle.

[0149] In the technical solution provided by the present invention, a torque needs to be generated. If the direction of this torque is opposite to the direction of the yaw angular velocity of the vehicle, ω can be reduced r , which is the first mode, i.e., the comfort mode; if the direction of this torque is the same as the direction of the yaw angular velocity of the vehicle, ω can be increased r , which is the second mode, i.e., the sport mode. The generation of torque is equivalent to applying a lateral force to the front axle and an opposite lateral force to the rear axle, and a torque is generated between the two forces. Taking the front axle as an example, the lateral force applied to the front axle and the change amount of the front wheel camber angle can be approximately considered to be in a proportional relationship. Therefore, the change amount of the wheel camber angle can be used to equivalently generate torque.

[0150] There are a total of four change amounts Δγ for the four wheels fl-ad , Δγ fr-ad , Δγ rl-ad , Δγ rr-ad , which respectively refer to the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel. According to dynamics, the change amounts of the camber angles on the left and right sides are combined, that is, the change amount of the camber angle of the front axle wheels Δγ f-ad =Δγ fl-ad +Δγ fr-ad , and the change amount of the camber angle of the rear axle wheels Δγ r-ad =Δγ rl-ad +Δγ rr-ad .

[0151] In order to reduce the yaw angular velocity ω of the vehicle r , it is necessary to make the torque generated by the change amount of the lateral force opposite to ω r . This requires that the sum of the change amounts of the camber angles of the left and right wheels on the front axle Δγ f-ad and the sum of the change amounts of the camber angles of the left and right wheels on the rear axle Δγ r-ad are two quantities with opposite positive and negative signs, that is, Δγ f-ad Δγ r-ad <0. In addition, the ω of the vehicle r can be characterized by the body roll angle . Therefore, the positive and negative of the body roll angle can be used to represent the direction of ω r . Thus, the positive and negative of the body roll angle can be used to specify the selection of the positive and negative of Δγ f-ad and Δγ r-ad , that is, using Specify the direction of the lateral force change caused by the change in the camber angle of the front and rear axles during the control process. Define the roll as a negative roll angle when the body rolls into the first quadrant of the xoy plane of the tire coordinate system, that is, the body roll angle has the same sign as the camber angle γ of the wheel in the tire coordinate system.

[0152] Then the sum of the camber angle control amounts of the front and rear axles corresponding to the first mode Δγ f-ad and Δγ r-ad The control strategy is:

[0153]

[0154] Similarly, the sum of the camber angle control amounts of the front and rear axles corresponding to the second mode Δγ f-ad and Δγ r-ad The control strategy is:

[0155]

[0156] It should be noted that there is only a difference in positive and negative in the above two formulas. Therefore, introducing the steering wheel angle δ f to replace can also achieve the same effect.

[0157] It should also be noted that in the actual control process, if the influence of grounding is not considered, the values of Δγ f-ad and Δγ r-ad can be selected in a value-taking manner. After the selection of Δγ f-ad and Δγ r-ad is completed, the average value can be taken from them and transformed into the second camber angle control amounts of the two front wheels and the second camber angle control amounts of the two rear wheels.

[0158] Specifically, for the selection of Δγ f-ad and Δγ r-ad There are also two execution methods: continuous adjustable type and gear shift type. For the continuously adjustable actuator, since the camber angle adjustment amount can vary continuously within a certain range, there are more control methods that can be used, such as PID control. For the gear shift type actuator, since only the lateral force optimization is considered and the control amount is small, the uneven wear and grounding of the wheels are not considered, and the wheel camber angle is directly changed by shifting gears to generate a force in the same direction as the target additional lateral force.

[0159] In terms of the acting effect, the camber angle adjustment amount Δγ ad of the continuously adjustable actuator is continuously variable. Therefore, by selecting a suitable control method, a more accurate target ω r or That is, a desired ω can be givenr or is adjusted to this result through a control method. For a gear-shifting actuator, the camber angle adjustment amount Δγ of its wheel ad is fixed, so it cannot be accurately adjusted to the target ω r or can only tend to the desired ω r or for change.

[0160] Specifically, for a continuously adjustable actuator, taking the PID control method as an example, a control expectation, ω re and a given adjustment range can be given:

[0161] Δγ ad =-|Δγ max |~|Δγ max |

[0162] The PID control method will automatically output the first camber angle adjustment amount and adjust it to the appropriate wheel camber angle;

[0163] Specifically, for a gear-shifting actuator, the camber angle of the wheel can be directly adjusted according to the second preset gear, and the second camber angle adjustment amount is the amount represented by the gear:

[0164] For the first mode:

[0165] Δγ ad-r =-sgn(δ f )|Δγ max |

[0166] For the second mode:

[0167] Δγ ad-r =sgn(δ f )|Δγ max |

[0168] Please refer to Figure 6 , which is a schematic diagram of the vehicle dynamics performance simulation results of the gear-shifting actuator under the second preset rule.

[0169] Specifically, S400, determining the first effect parameter corresponding to the first preset rule and the second effect parameter corresponding to the second preset rule includes:

[0170] S410, determining that the user selects the first control effect, selecting the first effect parameter within the first threshold and determining the second effect parameter;

[0171] S420, determining that the user selects the second control effect, selecting the first effect parameter within the second threshold and determining the second effect parameter;

[0172] S430. Determine that the user selects the third control effect and determine that the first effect parameter is equal to the second effect parameter.

[0173] Furthermore, S500. Determine the actual camber angle adjustment amount of each wheel according to the first camber angle adjustment amount, the second camber angle adjustment amount, the first effect parameter, and the second effect parameter, including:

[0174] Calculate the actual camber angle adjustment amount of each wheel based on the following formula according to the first camber angle adjustment amount, the second camber angle adjustment amount, the first effect parameter, and the second effect parameter:

[0175] Δγ ad-e = k G-L Δγ ad-G +(1 - k G-L )Δγ ad-L

[0176] where k G-L is the first effect parameter, Δγ ad-e is the actual camber angle adjustment amount, Δγ ad-G is the first camber angle adjustment amount, and Δγ ad-L is the second camber angle adjustment amount.

[0177] If the steering requirement is not considered, that is, the same control method is adopted for the left and right wheels, introduce the parameter k G-L to combine the above two quantities. The magnitude of k G-L indicates the degree of emphasis on grounding and lateral force, which can be represented by the following table:

[0178] Table 1: Relationship between the value of k G-L and the degree of emphasis on grounding and lateral force

[0179] <![CDATA[k G-L The range of values]]> More focused control effect [0,0.5) Lateral force (0.5,1] Ground contact 0.5 Same degree of focus

[0180] The specific application in a continuously adjustable actuator is as follows:

[0181] Δγ ad-e = k G-L Δγ ad-G +(1 - k G-L )Δγ ad-L

[0182] The actual adjustment amount Δγ ad can be expressed as:

[0183]

[0184] Table 2: The specific application in a gear shift type actuator is as follows:

[0185]

[0186] If the steering requirement is considered, the inner wheel adopts a control strategy with optimized lateral force, and the outer steering wheel adopts a control strategy with improved grounding performance, and the steering wheel angle δ is introduced. f , then the camber angle adjustment amounts Δγ ad-l and Δγ ad-r of the left and right wheels can be represented by the following table:

[0187] Table 3: Relationship between the value range of δ f and the camber angle adjustment amounts of the left and right wheels

[0188]

[0189] To sum up, whether in the first preset rule or the second preset rule, the adjustment of the camber angle of the wheel is involved, and this adjustment can be carried out by using a variable structure suspension. Specifically,

[0190] The traditional double-wishbone suspension is fixed in structure, and its camber angle will change with the movement of the steering mechanism during driving and cannot be adjusted actively. When parking, the length of the upper and lower swing arms can be adjusted by adding shims, and the camber angle of the wheel can be adjusted by adjusting the threaded fit length of the rod end bearing of the outer point of the swing arm or the length of the steering tie rod. Therefore, in order to actively control the camber angle of the wheel during driving, it is necessary to study the specific change of the camber angle of the wheel caused by the change of the suspension structure.

[0191] For the suspension steering mechanism, for a vehicle with a double-wishbone suspension at the rear suspension, the specific values of the camber angle of the wheel are determined by the lengths of the upper and lower control arms, the connection points of the control arms to the body, and the connection points of the control arms to the wheels. Therefore, in order to change the camber angle of the wheel by changing the structure, the above three structures can be changed.

[0192] Actuators and execution units are required to actively adjust the structure. Therefore, changing the connection point of the control arm to the wheel will inevitably increase the unsprung mass of the vehicle, and the distance between the wheel and the body is relatively far, which makes it difficult to change the connection point of the control arm to the wheel. Therefore, the first two structural change methods are mainly considered. And the connection point of the control arm to the body is a sheet metal part, and randomly changing its shape will change the stress structure of the body. Therefore, the suspension structure should be adjusted without changing the structure of the sheet metal part, and the installation of the suspension bushing should be considered during the structural change.

[0193] Taking the double-wishbone suspension as an example, the above two feasible ways of structural change are as Figure 6As shown in the figure. In the figure, the first two figures represent a type of change form of changing the lengths of the upper and lower control arms, and the last four figures represent a type of change form of changing the connection points between the control arms and the vehicle body; type (1) and type (2) respectively represent the changes in the equivalent lengths of the upper control arm and the lower control arm, and the implementation methods include using a split control arm to control the opening degree, or using a telescopic control arm, etc.; type (3) and type (4) are equivalent to adding an additional link, releasing the connection restrictions between the upper and lower control arms and the vehicle body, so that the original connection points can make circular motions; type (5) and type (6) mean that the connection points between the upper and lower control arms and the vehicle body can move on the vehicle body in the form of a slide rail, etc.

[0194] The above basic forms can be combined with each other to obtain a larger range of camber angle changes. However, the resulting increase in the complexity of the mechanism and cost also makes maintenance difficult and reduces reliability. Therefore, when designing and selecting the structural change method, its mathematical model should be fully analyzed and optimized, and the basic configuration should be selected as much as possible for structural changes to coordinate the relationship between functionality and stability.

[0195] Further, after S600, adjusting the variable structure suspension according to the actual camber angle adjustment amount of each wheel to adjust the camber angle of each wheel, it further includes: S700, adjusting the semi-active suspension to increase the suspension damping; and / or, S800, adjusting the semi-active suspension to increase the suspension stiffness.

[0196] As the vehicle suspension damping increases, the roll damping C will increase accordingly, and then the roll of the vehicle body can be quickly attenuated, which greatly improves the riding comfort. According to Figure 8 the simulation results, the increase in the roll damping C has little effect on the yaw angular velocity ω r of the vehicle, and can effectively reduce the overshoot of the vehicle body roll angle . Therefore, the roll damping of the vehicle can be increased through the semi-active suspension, and the overshoot of the roll angle r can be reduced without affecting ω to achieve better ride smoothness.

[0197] As the vehicle suspension stiffness increases, the roll stiffness K will increase accordingly, and then the roll of the vehicle body can be suppressed, which greatly improves the riding comfort. According to Figure 9 the simulation results, the increase in the roll stiffness K has little effect on the yaw angular velocity ω r of the vehicle, and can effectively reduce the vehicle body roll angle . Therefore, the roll stiffness of the vehicle can be increased through the semi-active suspension, and the roll angle r can be reduced without affecting ω to achieve better ride smoothness.

[0198] Further, the adjustment of suspension damping and stiffness can also be applied under the second preset rule. Specifically, after S310, determining that the user selects the first mode, it further includes: S311, adjusting the semi-active suspension to increase the suspension damping; after S340, determining that the user selects the second mode, it further includes: S341, adjusting the semi-active suspension to increase the suspension stiffness.

[0199] For the first mode, the variable structure suspension that controls the wheel camber can reduce the yaw rate ω of the vehicle r , making the vehicle tend to understeer. The semi-active suspension that controls the damping characteristic can reduce the body roll angle r while not affecting ω of the fluctuation, and the semi-active suspension that controls the stiffness characteristic can further reduce the body roll angle r while not affecting ω Using the semi-active suspension that adjusts the stiffness characteristic can reduce the body roll angle r without affecting the yaw rate ω of the vehicle of the property, for coordinated control with the variable structure suspension, further reducing the body roll angle Thus optimizing the first mode, for specific simulation results, please refer to Figure 10 .

[0200] For the second mode, the variable structure suspension that controls the wheel camber can increase the yaw rate ω of the vehicle r , making the vehicle tend to oversteer. The semi-active suspension that controls the damping characteristic can reduce the body roll angle r while not affecting ω of the fluctuation, and the semi-active suspension that controls the stiffness characteristic can compensate for the deterioration effect of the single control of the variable structure suspension on the body roll angle r while not affecting ω Using the semi-active suspension that adjusts the stiffness characteristic can reduce the body roll angle r without affecting the yaw rate ω of the vehicle Increasing the ride comfort and preventing the vehicle from rolling over, improving the problem of deteriorating the body roll angle existing in the second mode in the single control of the variable structure suspension that controls the wheel camber, for specific simulation results, please refer to Figure 11 .

[0201] Next, the present invention provides Figure 12 An example of the physical structure diagram of an electronic device is shown in Figure 12As shown, the electronic device may include: a processor 1, a communications interface 2, a memory 3, and a communication bus 4. Among them, the processor 1, the communications interface 2, and the memory 3 complete communication with each other through the communication bus 4. The processor 1 may call the logical instructions in the memory 3 to execute the vehicle suspension control method, and this method includes:

[0202] S100. Obtain the camber angles of each wheel;

[0203] S200. According to the first preset rule, respectively determine the first camber angle adjustment amount of each wheel so that the camber angles of each wheel approach 0°;

[0204] S300. According to the second preset rule, respectively determine the second camber angle adjustment amount of each wheel to increase or decrease the yaw angular velocity of the vehicle;

[0205] S400. Determine the first effect parameter corresponding to the first preset rule and the second effect parameter corresponding to the second preset rule, and the sum of the first effect parameter and the second effect parameter is 1;

[0206] S500. According to the first camber angle adjustment amount, the second camber angle adjustment amount, the first effect parameter, and the second effect parameter, respectively determine the actual camber angle adjustment amount of each wheel;

[0207] S600. According to the actual camber angle adjustment amount of each wheel, adjust the variable structure suspension to adjust the camber angles of each wheel.

[0208] In addition, when the logical instructions in the above-mentioned memory 3 are implemented in the form of software functional units and sold or used as independent products, they may be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present invention. And the aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROM, Read-Only Memory), random access memories (RAM, Random Access Memory), magnetic disks, or optical discs that can store program codes.

[0209] On the other hand, the present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the vehicle suspension control method provided above. The method includes:

[0210] S100. Obtain the camber angles of each wheel;

[0211] S200. According to a first preset rule, respectively determine the first camber angle adjustment amount of each wheel so that the camber angles of each wheel approach 0°;

[0212] S300. According to a second preset rule, respectively determine the second camber angle adjustment amount of each wheel to increase or decrease the yaw angular velocity of the vehicle;

[0213] S400. Determine a first effect parameter corresponding to the first preset rule and a second effect parameter corresponding to the second preset rule, and the sum of the first effect parameter and the second effect parameter is 1;

[0214] S500. According to the first camber angle adjustment amount, the second camber angle adjustment amount, the first effect parameter, and the second effect parameter, respectively determine the actual camber angle adjustment amount of each wheel;

[0215] S600. According to the actual camber angle adjustment amount of each wheel, adjust the variable structure suspension to adjust the camber angles of each wheel.

[0216] The device embodiments described above are merely illustrative. 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 may be distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement it without creative labor.

[0217] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a necessary general hardware platform, and of course, also by hardware. Based on such an understanding, the above technical solution, in essence, or the part that contributes to the prior art can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disc, etc., and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0218] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle suspension control method, characterized in that, Including: Obtaining the camber angles of each wheel; According to the first preset rule, respectively determining the first camber angle adjustment amount of each wheel so that the camber angles of each wheel approach 0°; According to the second preset rule, respectively determining the second camber angle adjustment amount of each wheel to increase or decrease the yaw angular velocity of the vehicle; Determining the first effect parameter corresponding to the first preset rule and the second effect parameter corresponding to the second preset rule, and the sum of the first effect parameter and the second effect parameter is 1; According to the first camber angle adjustment amount, the second camber angle adjustment amount, the first effect parameter, and the second effect parameter, respectively determining the actual camber angle adjustment amount of each wheel; According to the actual camber angle adjustment amount of each wheel, adjusting the variable structure suspension to adjust the camber angle of each wheel; Obtaining the camber angle of each wheel includes: Based on the following formula, calculating the moment of inertia of the sprung mass of the vehicle about the roll center according to the moment of inertia of the sprung mass of the vehicle about the centroid, the unsprung mass of the vehicle, and the distance between the vehicle centroid and the roll center: I x = I c + m s h s 2 Based on the following formula, calculating the roll angle of each wheel according to the moment of inertia of the sprung mass of the vehicle about the roll center, the unsprung mass of the vehicle, the distance between the vehicle centroid and the roll center, the roll stiffness of the vehicle, the roll damping of the vehicle, the lateral acceleration of the unsprung mass of the vehicle, the roll angular velocity, and the roll angular acceleration; Based on the following formula, calculating the camber angle of each wheel according to the initial camber angle of the wheel, the roll angle of the vehicle body, the wheelbase, and the steering mechanism parameters; Among them, I x is the moment of inertia of the sprung mass of the vehicle about the roll center, I c is the moment of inertia of the sprung mass of the vehicle about the center of mass, m s is the unsprung mass of the vehicle, h s is the distance between the center of mass and the roll center of the vehicle, K is the roll stiffness of the vehicle, C is the roll damping of the vehicle, a y is the lateral acceleration of the unsprung mass of the vehicle, is the roll angle of the vehicle body, is the angular velocity of the roll angle of the vehicle body, is the angular acceleration of the roll angle of the vehicle body, γ0 is the initial camber angle of the wheel, T is the track width, k g is the parameter of the steering mechanism.

2. The vehicle suspension control method according to claim 1, characterized in that, According to the first preset rule, respectively determining the first camber angle adjustment amount of each wheel includes: According to the camber angle of each wheel, determining in real time the first camber angle adjustment amount of each wheel so that the camber angles of the adjusted wheels approach 0°; and / or, According to the camber angle of each wheel and the first preset gear position, determining the first camber angle adjustment amount of each wheel so that the camber angles of the adjusted wheels approach 0°.

3. The vehicle suspension control method according to claim 2, characterized in that According to the camber angle of each wheel and the first preset gear position, determining the second camber angle adjustment amount of each wheel so that the camber angles of the adjusted wheels approach 0° includes: According to the first preset gear position, determining that the camber angles of the adjusted wheels are within the camber angle threshold, and determining the first camber angle adjustment amount of each wheel according to the first preset gear position; According to the first preset gear position, determining that the camber angles of the adjusted wheels are outside the camber angle threshold, and determining the first camber angle adjustment amount to be 0°.

4. The vehicle suspension control method according to claim 2, wherein Said respectively determining the second camber angle adjustment amount of each wheel according to the second preset rule includes: Determining that the user selects the first mode, and based on the roll angle of the vehicle body, calculating the sum of the front axle camber angle control amounts and the sum of the rear axle camber angle control amounts according to the following formula to reduce the yaw angular velocity of the vehicle; According to the sum of the front axle camber angle control amounts, determining the second camber angle adjustment amount of the two front wheels; According to the sum of the rear axle camber angle control amounts, determining the second camber angle adjustment amount of the two rear wheels; Determining that the user selects the second mode, and based on the roll angle of the vehicle body, calculating the sum of the front axle camber angle control amounts and the sum of the rear axle camber angle control amounts according to the following formula to increase the yaw angular velocity of the vehicle; Determine the second camber adjustment amount of the two front wheels according to the sum of the front axle camber control amounts; Determine the second camber adjustment amount of the two rear wheels according to the sum of the rear axle camber control amounts; wherein, is the roll angle of the vehicle body, Δγ f-ad is the sum of the front axle camber control amounts, Δγ r-ad is the sum of the rear axle camber control amounts.

5. The vehicle suspension control method according to claim 4, wherein, Determining the second camber adjustment amount of the two front wheels according to the sum of the front axle camber control amounts includes: Determine the second camber adjustment amount of the two front wheels in real time according to the sum of the front axle camber control amounts; and / or, Determine the second camber adjustment amount of the two front wheels according to the sum of the front axle camber control amounts and the second preset gear.

6. The vehicle suspension control method according to claim 4, characterized in that, Determining the first effect parameter corresponding to the first preset rule and the second effect parameter corresponding to the second preset rule includes: Determine that the user selects the first control effect, select the first effect parameter within the first threshold and determine the second effect parameter; Determine that the user selects the second control effect, select the first effect parameter within the second threshold and determine the second effect parameter; Determine that the user selects the third control effect, and determine that the first effect parameter is equal to the second effect parameter.

7. The vehicle suspension control method according to claim 6, wherein, Determine the actual camber adjustment amount of each wheel according to the first camber adjustment amount, the second camber adjustment amount, the first effect parameter, and the second effect parameter includes: Calculate the actual camber adjustment amount of each wheel based on the following formula according to the first camber adjustment amount, the second camber adjustment amount, the first effect parameter, and the second effect parameter: Δγ ad-e = k G-L Δγ ad-G +(1 - k G-L )Δγ ad-L where k G-L is the first effect parameter, Δγ ad-e is the actual camber adjustment amount, Δγ ad-G is the first camber adjustment amount, Δγ ad-L is the second camber adjustment amount.

8. The vehicle suspension control method according to claim 4, characterized in that, After adjusting the variable structure suspension according to the actual camber adjustment amount of each wheel to adjust the camber of each wheel, it further includes: adjusting the semi-active suspension to increase the suspension damping; and / or, adjusting the semi-active suspension to increase the suspension stiffness.

9. The vehicle suspension control method according to claim 8, wherein, After determining that the user selects the first mode, it further includes: adjusting the semi-active suspension to increase the suspension damping; after determining that the user selects the second mode, it further includes: adjusting the semi-active suspension to increase the suspension stiffness.

10. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the vehicle suspension control method according to any one of claims 1 to 9.

11. A non-transitory computer-readable storage medium storing a computer program thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle suspension control method according to any one of claims 1 to 9.

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