A suspension control method and control device under vehicle steering

Abstract

The present application provides a suspension control method and a control device under vehicle steering. The method includes: determining the roll angle, pitch angle and roll rate of the body of the target vehicle based on the left front displacement, right front displacement, left rear displacement and right rear displacement; determining the roll control torque by using a first curve and a second curve based on the roll rate and the vehicle speed of the target vehicle at the current moment; determining the pitch control torque by using a third curve based on the roll angle and the pitch angle; determining the roll control weight coefficient and the pitch control weight coefficient by using a fourth curve and a fifth curve; and determining a drive value based on the roll control torque, the pitch control torque, the roll control weight coefficient and the pitch control weight coefficient. Through the method and the device, the problems of low consistency performance when the vehicle turns and the inability to well coordinate the handling requirements and the comfort requirements can be overcome.

Description

Technical Field

[0001] This application relates to the technical field of vehicle shock absorption, and more specifically, to a suspension control method and control device for a vehicle during steering. Background Art

[0002] The suspension system of a vehicle consists of components such as a control system, shock absorbers and springs between the vehicle body and the tires. The control system can calculate an appropriate drive signal value based on the real-time operating state of the vehicle, adjust the damping force generated by the shock absorbers according to the drive signal value, and apply the adjusted damping force to the springs, thereby achieving the purpose of damping the vehicle and improving the ride comfort of the vehicle. When the vehicle is in the steering process, due to the roll and pitch of the vehicle body, and the roll and pitch will reduce the ride comfort and safety of the vehicle to a certain extent. Therefore, the control system can combine the real-time operating state of the vehicle, control the magnitude of the damping force generated by the shock absorbers, thereby suppressing roll and pitch, and further improving the ride comfort and safety of the vehicle.

[0003] There are many problems in the existing solutions for controlling the suspension during the vehicle steering process. For example, in some solutions, mainly the roll suppression of the vehicle body during the steering process is considered, while less attention is paid to the pitch attitude of the vehicle body. However, the mutual independence of pitch and roll will cause random swing of the vehicle body's roll axis during the vehicle steering process, thereby reducing the consistency performance when the vehicle is cornering and further reducing the driver's driving confidence. In addition, in the solution of synchronously controlling pitch and roll, the urgency of the steering maneuver is not distinguished, but only the suppression of the roll or pitch attitude is pursued blindly, which will lead to the overall vehicle suspension system being too hard, so that the handling requirements and comfort requirements cannot be well coordinated. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a suspension control method and control device for a vehicle during steering, which classifies and processes the steering maneuver situations. In the case of low-speed and small steering, both the roll and pitch of the vehicle body are controlled simultaneously and the roll and pitch of the vehicle body satisfy a set proportional relationship. In the case of high-speed and large steering, mainly the roll of the vehicle body is suppressed to maintain stability. Thereby, the problems of low consistency performance when the vehicle is cornering and the inability to well coordinate the handling requirements and comfort requirements can be overcome.

[0005] In a first aspect, an embodiment of this application provides a suspension control method for a vehicle during steering. Four shock absorbers with adjustable damping are provided on the suspension, namely the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber. The suspension control method includes:

[0006] Obtain the left front displacement, right front displacement, left rear displacement, and right rear displacement corresponding to the telescopic displacements of the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber of the target vehicle between the current moment and the previous moment respectively;

[0007] Obtain the vehicle speed, steering angle of the steering wheel, and yaw rate of the target vehicle at the current moment;

[0008] Based on the left front displacement, the right front displacement, the left rear displacement, and the right rear displacement, determine the roll angle, pitch angle, and roll rate of the body of the target vehicle;

[0009] Based on the roll rate and the vehicle speed of the target vehicle at the current moment, use a pre-determined first curve representing the relationship between the roll rate and the corrected roll rate and a second curve representing the relationship between the vehicle speed and the proportionality coefficient to determine the roll control torque for feedback control of the drive signal of the desired damping force;

[0010] Based on the roll angle and the pitch angle, use a pre-determined third curve representing the relationship between the roll angle and the desired pitch angle to determine the pitch control torque for feedback control of the drive signal of the desired damping force;

[0011] Based on the vehicle speed, steering angle of the steering wheel, and yaw rate of the target vehicle at the current moment, determine the yaw rate deviation value, and use a pre-determined fourth curve representing the relationship between the yaw rate deviation value and the roll control torque weighting coefficient and a fifth curve representing the relationship between the yaw rate deviation value and the pitch control torque weighting coefficient to determine the roll control weighting coefficient for roll control and the pitch control weighting coefficient for pitch control of the target vehicle at the current moment;

[0012] Based on the roll control torque, the pitch control torque, the roll control weighting coefficient, and the pitch control weighting coefficient, determine the drive values for driving the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber to generate corresponding desired damping forces respectively.

[0013] Optionally, the determining the roll angle, pitch angle, and roll rate of the body of the target vehicle based on the left front displacement, the right front displacement, the left rear displacement, and the right rear displacement includes:

[0014] Based on the left front displacement and the right front displacement, determine the average displacement of the center point of the front axle;

[0015] Based on the left rear displacement and the right rear displacement, determine the average displacement of the center point of the rear axle;

[0016] Based on the left front displacement and the left rear displacement, determine the average displacement of the center point on the left side;

[0017] Based on the right front displacement and the right rear displacement, determine the average displacement of the right center point;

[0018] Based on the body width of the target vehicle, the average displacement of the left center point, and the average displacement of the right center point, determine the roll angle of the body of the target vehicle;

[0019] Based on the wheelbase between the front axle and the rear axle of the target vehicle, the average displacement of the front axle center point, and the average displacement of the rear axle center point, determine the pitch angle of the body of the target vehicle;

[0020] Perform differential processing on the roll angle to determine the roll rate of the body of the target vehicle.

[0021] Optionally, the determining the roll control torque for feedback control of the drive signal of the desired damping force based on the roll rate and the vehicle speed of the target vehicle at the current moment, using a first curve pre-determined to represent the relationship between the roll rate and the corrected roll rate and a second curve pre-determined to represent the relationship between the vehicle speed and the proportional coefficient, includes:

[0022] Based on the roll rate and a first curve pre-determined to represent the relationship between the roll rate and the corrected roll rate, determine the corrected roll rate;

[0023] Based on the corrected roll rate, using a feedback control method, determine the initial roll control torque for feedback control of the drive signal of the desired damping force;

[0024] Based on the vehicle speed of the target vehicle at the current moment and a second curve pre-determined to represent the relationship between the vehicle speed and the proportional coefficient, determine the proportional coefficient for correcting the initial roll control torque;

[0025] Determine the product of the proportional coefficient and the initial roll control torque as the roll control torque for feedback control of the drive signal of the desired damping force.

[0026] Optionally, the determining the pitch control torque for feedback control of the drive signal of the desired damping force based on the roll angle, pitch angle, and roll rate, using a third curve pre-determined to represent the relationship between the roll angle and the desired pitch angle, includes:

[0027] Based on the roll angle, the roll rate, and a third curve pre-determined to represent the relationship between the roll angle and the desired pitch angle, determine the desired pitch angle;

[0028] Use the difference between the desired pitch angle and the pitch angle as the deviation pitch angle;

[0029] Based on the deviation pitch angle, using a feedback control method, determine the pitch control torque for feedback control of the drive signal of the desired damping force.

[0030] Optionally, based on the vehicle speed, steering angle of the steering wheel, and yaw rate of the target vehicle at the current moment, determining a yaw rate deviation value, and using a fourth curve that pre-determines the relationship between the yaw rate deviation value and the roll control torque weight coefficient, and a fifth curve that characterizes the relationship between the yaw rate deviation value and the pitch control torque weight coefficient, to determine the roll control weight coefficient for roll control and the pitch control weight coefficient for pitch control of the target vehicle at the current moment, includes:

[0031] Based on the vehicle speed and steering angle of the steering wheel of the target vehicle at the current moment, determining an expected yaw rate;

[0032] Determining the absolute value of the difference between the expected yaw rate and the yaw rate as the yaw rate deviation value;

[0033] Based on the yaw rate deviation value and a fourth curve that pre-determines the relationship between the yaw rate deviation value and the roll control torque weight coefficient, determining the roll control weight coefficient for roll control of the target vehicle at the current moment;

[0034] Based on the yaw rate deviation value and a fifth curve that pre-determines the relationship between the yaw rate deviation value and the pitch control torque weight coefficient, determining the pitch control weight coefficient for pitch control of the target vehicle at the current moment.

[0035] Optionally, based on the roll control torque, the pitch control torque, the roll control weight coefficient, and the pitch control weight coefficient, respectively determining drive values for driving the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber to generate corresponding expected damping forces, includes:

[0036] Based on the roll control torque, the pitch control torque, the roll control weight coefficient, and the pitch control weight coefficient, determining the expected damping forces that the expected left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber generate respectively;

[0037] Performing differential and filtering processing on the left front displacement, right front displacement, left rear displacement, and right rear displacement respectively, to obtain the left front speed, right front speed, left rear speed, and right rear speed that respectively correspond to the telescopic speeds of the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber of the target vehicle at the current moment;

[0038] Based on the expected damping forces generated by the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber respectively, as well as the left front speed, right front speed, left rear speed, and right rear speed, determine the driving values for driving the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber to generate corresponding expected damping forces respectively.

[0039] Optionally, the determining the expected damping forces generated by the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber respectively based on the roll control moment, pitch control moment, roll control weight coefficient, and pitch control weight coefficient includes:

[0040] Determine the weighted roll moment by multiplying the roll control moment and the roll control weight coefficient;

[0041] Determine the weighted pitch moment by multiplying the pitch control moment and the pitch control weight coefficient;

[0042] Based on the weighted roll moment, weighted pitch moment, vehicle body width, and front and rear axle wheelbase, determine the expected damping forces generated by the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber respectively.

[0043] In a second aspect, an embodiment of the present application provides a suspension control device under vehicle steering. Four shock absorbers with adjustable damping are provided on the suspension, namely a left front shock absorber, a right front shock absorber, a left rear shock absorber, and a right rear shock absorber. The suspension control device includes:

[0044] A first acquisition unit for acquiring the left front displacement, right front displacement, left rear displacement, and right rear displacement respectively corresponding to the telescopic displacements of the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber of the target vehicle between the current moment and the previous moment;

[0045] A second acquisition unit for acquiring the vehicle speed, steering angle of the steering wheel, and yaw rate of the target vehicle at the current moment;

[0046] A vehicle body attitude calculation unit for determining the roll angle, pitch angle, and roll rate of the vehicle body of the target vehicle based on the left front displacement, right front displacement, left rear displacement, and right rear displacement;

[0047] A roll control unit for determining a roll control moment for feedback control of the driving signal of the expected damping force based on the roll rate and the vehicle speed of the target vehicle at the current moment, using a first curve pre-determined to represent the relationship between the roll rate and the corrected roll rate and a second curve representing the relationship between the vehicle speed and the proportionality coefficient;

[0048] A pitch control unit, configured to determine a pitch control torque for feedback control of a drive signal of a desired damping force based on the roll angle and the pitch angle, using a third curve that pre - determines the relationship between the roll angle and the desired pitch angle;

[0049] A weight coefficient determination unit, configured to determine a yaw rate deviation value based on the vehicle speed, the steering angle of the steering wheel, and the yaw rate of the target vehicle at the current moment, and use a pre - determined fourth curve that represents the relationship between the yaw rate deviation value and the roll control torque weight coefficient, and a fifth curve that represents the relationship between the yaw rate deviation value and the pitch control torque weight coefficient, to determine a roll control weight coefficient for roll control and a pitch control weight coefficient for pitch control of the target vehicle at the current moment;

[0050] A drive value determination unit, configured to determine drive values for driving the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber to generate corresponding desired damping forces respectively based on the roll control torque, the pitch control torque, the roll control weight coefficient, and the pitch control weight coefficient.

[0051] In a third aspect, an embodiment of the present application provides an electronic device, including: a processor, a memory, and a bus. The memory stores machine - readable instructions executable by the processor. When the electronic device runs, the processor communicates with the memory through the bus, and the processor executes the machine - readable instructions to perform the steps of the suspension control method under vehicle steering according to any one of the first aspect.

[0052] In a fourth aspect, an embodiment of the present application provides a computer - readable storage medium, on which a computer program is stored. When the computer program is run by a processor, it executes the steps of the suspension control method under vehicle steering according to any one of the first aspect.

[0053] The suspension control method and control device under vehicle steering provided by the embodiments of the present application perform hierarchical classification processing for steering maneuvers. In the case of low - speed and small - steering, both the roll and pitch of the vehicle body are controlled simultaneously and the roll and pitch of the vehicle body satisfy a set proportional relationship. In the case of high - speed and large - steering, the roll of the vehicle body is mainly suppressed to maintain stability. Thereby, it can overcome the problems of low consistency performance when the vehicle turns and the inability to well coordinate the handling requirements and comfort requirements.

[0054] To make the above - mentioned objects, features, and advantages of the present application more obvious and understandable, the following specifically gives preferred embodiments and, in conjunction with the accompanying drawings, makes a detailed description as follows. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] To more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required for the embodiments. It should be understood that the following drawings only show some embodiments of the present application and should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0056] Figure 1 Fig. 4 shows a schematic diagram of a vehicle suspension system provided by an exemplary embodiment of the present application;

[0057] Figure 2 Fig. 8 shows a flowchart of a suspension control method under vehicle steering provided by an exemplary embodiment of the present application;

[0058] Fig. 3(a) shows a schematic diagram of a first curve representing the relationship between the roll rate and the corrected roll rate provided by an exemplary embodiment of the present application;

[0059] Fig. 3(b) shows a schematic diagram of a second curve representing the relationship between the vehicle speed and the proportionality coefficient provided by an exemplary embodiment of the present application;

[0060] Figure 4 Fig. 18 shows a schematic diagram of a vehicle steering path provided by an exemplary embodiment of the present application;

[0061] Figure 5 Fig. 22 shows a schematic diagram of a third curve representing the relationship between the roll angle and the desired pitch angle provided by an exemplary embodiment of the present application;

[0062] Fig. 6(a) shows a schematic diagram representing the relationship between the yaw rate deviation value and the roll control torque weighting coefficient provided by an exemplary embodiment of the present application;

[0063] Fig. 6(b) shows a schematic diagram representing the relationship between the yaw rate deviation value and the pitch control torque weighting coefficient provided by an exemplary embodiment of the present application;

[0064] Figure 7 Fig. 32 shows a software structure diagram of a suspension control device provided by an exemplary embodiment of the present application;

[0065] Figure 8 Fig. 36 shows a comparison schematic diagram of the pitch-roll control results under steady-state steering obtained according to an exemplary embodiment of the present application and the control results obtained according to the prior art;

[0066] Figure 9 Fig. 40 shows a comparison schematic diagram of the vehicle state time-domain results under steady-state steering obtained according to an exemplary embodiment of the present application and the time-domain results obtained according to the prior art;

[0067] Figure 10A schematic diagram comparing the time-domain results of the vehicle state under transient steering obtained according to an exemplary embodiment of the present application with the time-domain results obtained according to the prior art is shown;

[0068] Figure 11 A schematic structural diagram of a suspension control device under vehicle steering provided by an exemplary embodiment of the present application is shown;

[0069] Figure 12 A schematic structural diagram of an electronic device provided by an exemplary embodiment of the present application is shown. Detailed implementation manners

[0070] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and illustrated herein generally can be arranged and designed in a variety of different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application claimed, but merely represents selected embodiments of the present application. Based on the embodiments of the present application, every other embodiment obtained by those skilled in the art without creative efforts belongs to the scope of protection of the present application.

[0071] Before the present application was proposed, in the existing solutions for controlling the suspension during vehicle steering, some solutions mainly considered suppressing the body roll during steering and less concerned about the pitch attitude of the body. However, the mutual independence of pitch and roll would cause random swaying of the vehicle's body yaw axis during vehicle steering, thus reducing the consistency performance when the vehicle turns and further reducing the driver's driving confidence. In addition, in the solutions for synchronously controlling pitch and roll, the urgency of the steering maneuver was not distinguished, but instead, the suppression of roll or pitch attitude was blindly pursued, which would lead to the overall vehicle suspension system being too stiff, thus making it impossible to well coordinate the handling requirements and comfort requirements.

[0072] Based on this, the embodiments of the present application provide a suspension control method and control device under vehicle steering, which perform hierarchical and classification processing on the steering maneuver situation. In the case of low-speed and small steering, the body roll and pitch satisfy a set proportional relationship, while in the case of high-speed and large steering, the body roll is mainly suppressed to maintain stability. Thus, the problems of low consistency performance when the vehicle turns and the inability to well coordinate the handling requirements and comfort requirements can be overcome.

[0073] To facilitate the understanding of the embodiments of the present application, first, a suspension system of a vehicle provided by the embodiments of the present application will be introduced.

[0074] Please refer to Figure 1 , Figure 1 which shows a schematic diagram of a vehicle suspension system provided by an exemplary embodiment of the present application. As Figure 1 shown, the suspension system of the vehicle 1 includes:

[0075] Four damping-adjustable shock absorbers provided on the suspension between the body and the frame, namely the left front shock absorber 2, the right front shock absorber 3, the left rear shock absorber 4 and the right rear shock absorber 5. The left front shock absorber 2, the right front shock absorber 3, the left rear shock absorber 4 and the right rear shock absorber 5 can all generate different damping forces according to different external input currents or voltages. Among them, each shock absorber includes a spring, a connecting rod, a bushing, etc. (not marked in the figure).

[0076] A vehicle motion and attitude detection device for monitoring the vibration information of different positions of the body in the vertical direction and the yaw motion information of the body mass center, and at the same time monitoring the vehicle driving speed and steering angle information. As an example, the vehicle motion and attitude detection device may include: a displacement sensor 6 near the left front shock absorber 2, a displacement sensor 7 near the right front shock absorber 3, a displacement sensor 8 near the left rear shock absorber 4, and a displacement sensor 9 near the right rear shock absorber 5. Each displacement sensor is used to measure the telescopic displacement of the corresponding shock absorber. The vehicle motion and attitude detection device may also include: a vehicle speed sensor 11, a steering angle sensor 12 and a yaw rate sensor 13. The vehicle speed sensor 11 is used to detect the vehicle speed in real time, the steering angle sensor 12 is used to detect the steering angle of the steering wheel in real time, and the yaw rate sensor is used to detect the yaw rate of the vehicle 1 in real time.

[0077] A suspension control device 10 under vehicle steering, which is used to execute the suspension control method provided by the embodiment of the present application.

[0078] It should be noted that the components, structures and installation positions of the above vehicle suspension system are only used to exemplarily illustrate the vehicle suspension system. In specific implementation, they can also be adjusted according to the actual situation, and the present application does not limit this. For example, the above displacement sensors can also be replaced by acceleration sensors respectively arranged on the body and the frame or inertial sensors arranged at the vehicle mass center position.

[0079] Next, a suspension control method under vehicle steering disclosed in the embodiment of the present application will be introduced in detail.

[0080] Please refer to Figure 2 , Figure 2 which shows a flowchart of a suspension control method under vehicle steering provided by an exemplary embodiment of the present application. As shown in Figure 2 it, the suspension control method under vehicle steering provided by an exemplary embodiment of the present application includes the following steps:

[0081] S101. Obtain the left front displacement, right front displacement, left rear displacement, and right rear displacement corresponding to the telescopic displacements of the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber of the target vehicle between the current moment and the previous moment respectively.

[0082] As an example, the left front displacement, right front displacement, left rear displacement, and right rear displacement corresponding to the telescopic displacements of the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber of the target vehicle between the current moment and the previous moment can be obtained from a displacement sensor in real time. Among them, the displacement sensor can detect the telescopic length of the corresponding shock absorber in real time, and determine the telescopic displacement of the shock absorber between the current moment and the previous moment through the telescopic length of the shock absorber at the current moment and the telescopic length of the shock absorber at the previous moment.

[0083] Here, a spring is provided on the shock absorber. Since the telescopic displacement of the shock absorber is achieved by the spring bouncing, the telescopic displacement of the shock absorber is also the telescopic displacement of the spring provided on the shock absorber. [[ID=!]]

[0084] S102. Obtain the vehicle speed, steering angle of the steering wheel, and yaw rate of the target vehicle at the current moment.

[0085] As an example, the vehicle speed of the target vehicle at the current moment can be obtained from a vehicle speed sensor in real time. As an example, the steering angle of the target vehicle at the current moment can be obtained from a steering angle sensor in real time. As an example, the yaw rate of the target vehicle at the current moment can be obtained from a yaw rate sensor in real time.

[0086] S103. Based on the left front displacement, the right front displacement, the left rear displacement, and the right rear displacement, determine the roll angle, pitch angle, and roll rate of the body of the target vehicle.

[0087] As an example, step S103 may include the following steps:

[0088] S1031. Based on the left front displacement and the right front displacement, determine the average displacement of the center point of the front axle; for example, based on the left front displacement D1 and the right front displacement D2, the average displacement Df of the center point of the front axle can be determined using the following formula:

[0089] Df = (D1 + D2) / 2;

[0090] S1032. Based on the left rear displacement and the right rear displacement, determine the average displacement of the center point of the rear axle; for example, based on the left rear displacement D3 and the right rear displacement D4, the average displacement Db of the center point of the rear axle can be determined using the following formula:

[0091] Dr = (D3 + D4) / 2;

[0092] S1033. Determine the average displacement of the center point on the left side based on the left front displacement and the left rear displacement. For example, based on the left front displacement D1 and the left rear displacement D3, the average displacement Dl of the center point on the left side can be determined using the following formula:

[0093] Dl = (D1 + D3) / 2;

[0094] S1034. Determine the average displacement of the center point on the right side based on the right front displacement and the right rear displacement. For example, based on the right front displacement D2 and the right rear displacement D4, the average displacement Dr of the center point on the right side can be determined using the following formula:

[0095] Dr = (D2 + D4) / 2;

[0096] S1035. Determine the roll angle of the body of the target vehicle based on the body width of the target vehicle, the average displacement of the center point on the left side, and the average displacement of the center point on the right side.

[0097] As an example, the body width and the wheelbase of the front and rear axles can be pre-stored in the database.

[0098] For example, based on the body width L1, the average displacement Dl of the center point on the left side, and the average displacement Dr of the center point on the right side, the roll angle Ra of the body of the target vehicle can be determined using the following formula:

[0099] Ra = (Dl - Dr) / (2×L1);

[0100] S1036. Determine the pitch angle of the body of the target vehicle based on the wheelbase of the front and rear axles, the average displacement of the center point on the front axle, and the average displacement of the center point on the rear axle.

[0101] For example, based on the wheelbase L2 of the front and rear axles, the average displacement Df of the center point on the front axle, and the average displacement Db of the center point on the rear axle, the pitch angle Pa of the body of the target vehicle can be determined using the following formula:

[0102] Pa = (Df - Db) / (2×L2);

[0103] S1037. Perform differential processing on the roll angle to obtain the roll rate of the body.

[0104] Here, since the obtained roll angle represents the roll angle between the current moment and the previous moment, therefore, the obtained roll angle is differentiated to obtain the roll rate of the vehicle body. Here, the roll rate of the vehicle body can be used to measure the change rate of the roll angle. In one example, when the roll rate of the vehicle body is positive, it can indicate that the vehicle body is tilted to the left (i.e., turning left). During this process, the tilt angle of the vehicle body is a positive angle, and the tilt angle of the vehicle body can become larger (i.e., the degree of tilting to the left becomes larger) or smaller (i.e., the degree of tilting to the left becomes smaller); when the roll rate of the vehicle body is negative, it indicates that the vehicle body is tilted to the right (i.e., turning right). During this process, the tilt angle of the vehicle body is a negative angle, and the tilt angle of the vehicle body can become larger (i.e., the degree of tilting to the right becomes larger) or smaller (i.e., the degree of tilting to the right becomes smaller).

[0105] Here, the specific differentiation process is the differentiation process related to derivatives in the prior art, so this application will not elaborate here.

[0106] S104. Based on the roll rate and the vehicle speed of the target vehicle at the current moment, use a first curve that pre-determines the relationship between the roll rate and the corrected roll rate and a second curve that pre-determines the relationship between the vehicle speed and the proportionality coefficient to determine a roll control torque for feedback control of the drive signal of the desired damping force.

[0107] As an example, this step includes: steps S1041, S1042, S1043, and S1044.

[0108] Step S1041. Based on the roll rate and a first curve that pre-determines the relationship between the roll rate and the corrected roll rate, determine the corrected roll rate.

[0109] Please refer to FIG. 3(a). FIG. 3(a) shows a schematic diagram of a first curve that pre-determines the relationship between the roll rate and the corrected roll rate provided by an exemplary embodiment of this application.

[0110] As shown in FIG. 3(a), the horizontal axis represents the roll rate Rv, and the vertical axis represents the corrected roll rate Rvr. Among them, the positive or negative of the roll rate Rv represents the direction of roll. For example, a positive roll rate can indicate a roll to the left, and a negative roll rate can indicate a roll to the right. The first curve represents the relationship between the roll rate and the corrected roll rate. The value of the roll rate corresponding to the inflection point of the first curve is the roll rate threshold. It can be understood that the positive or negative of the roll rate does not represent the magnitude of the roll rate, but represents the direction of the vehicle body tilt. Therefore, the roll rate threshold corresponding to a positive roll rate and the roll rate threshold corresponding to a negative roll rate are the same.

[0111] Specifically, in order to effectively suppress the roll angle and avoid the suspension system being too sensitive to the change of the roll angle, the first curve can be set such that when the absolute value of the roll rate Rv is less than a preset roll rate threshold, the absolute value of the corrected roll rate Rvr is less than the absolute value of the roll rate Rv, and when the absolute value of the roll rate Rv is greater than the preset roll rate threshold, the absolute value of the corrected roll rate Rvr rises rapidly and is greater than the absolute value of the roll rate Rv.

[0112] Step S1042: Based on the corrected roll rate, use a feedback control method to determine the initial roll control torque for feedback control of the drive signal of the desired damping force.

[0113] For example, based on the corrected roll rate, the following formula can be used to determine the initial roll control torque Mr0 for feedback control of the drive signal of the desired damping force:

[0114] Mr0 = -(Krp × Rvr + Kri × Rvr / S + Krd × Rvr × S);

[0115] Wherein, Krp, Kri, and Krd are respectively the proportional, integral, and differential parameters of the PID feedback control rate, and S is the differential operator in the transfer function.

[0116] Step S1043: Based on the vehicle speed of the target vehicle at the current moment and a second curve that pre - determines the relationship between the vehicle speed and the proportionality coefficient, determine the proportionality coefficient for correcting the initial roll control torque.

[0117] Please refer to Fig. 3(b). Fig. 3(b) shows a schematic diagram of the second curve that represents the relationship between the vehicle speed and the proportionality coefficient provided by an exemplary embodiment of the present application. As shown in Fig. 3(b), the horizontal axis represents the vehicle speed V, the vertical axis represents the proportionality coefficient Kr, and the second curve represents the relationship between the vehicle speed and the proportionality coefficient. Among them, the speed V4 represents the preset vehicle speed threshold.

[0118] Specifically, in order to ensure that the target vehicle can cope with an increasing roll risk, the second curve can be set such that the proportionality coefficient is proportional to the vehicle speed within the preset vehicle speed threshold range.

[0119] Step S1044: Multiply the proportionality coefficient and the initial roll control force torque to determine the roll control torque for feedback control of the drive signal of the desired damping force.

[0120] For example, the roll control torque Mr can be determined using the following formula:

[0121] Mr = Kr × Mr0;

[0122] S105. Based on the roll angle and the pitch angle, use a pre-determined third curve characterizing the relationship between the roll angle and the desired pitch angle to determine the pitch control moment for feedback control of the drive signal of the desired damping force.

[0123] As an example, this step includes: step S1051, step S1052, and step S1053.

[0124] Step S1051. Based on the roll angle, the roll rate, and a pre-determined third curve characterizing the relationship between the roll angle and the desired pitch angle, determine the desired pitch angle;

[0125] Please refer to Figure 4 and Figure 5 , Figure 4 which shows a schematic diagram of the vehicle steering path provided by an exemplary embodiment of the present application. Figure 5 which shows a schematic diagram of the third curve characterizing the relationship between the roll angle and the desired pitch angle provided by an exemplary embodiment of the present application.

[0126] As Figure 4 shown, during the left-turning process of the vehicle, it includes an entry phase (i.e., a transition phase), a stable phase, and an exit phase (i.e., a transition phase). During the right-turning process of the vehicle, it also includes an entry phase (i.e., a transition phase), a stable phase, and an exit phase (i.e., a transition phase). When the vehicle is in the left-turning process, if the vehicle enters the entry phase, the vehicle will tilt to the left and the tilt angle will become larger and larger. If the vehicle enters the stable phase, the vehicle will maintain the tilt angle of tilting to the left unchanged. If the vehicle enters the exit phase, the vehicle will tilt to the left and the tilt angle will become smaller and smaller until the tilt angle is 0 at the moment of completing the left turn. When the vehicle is in the right-turning process, if the vehicle enters the entry phase, the vehicle will tilt to the right and the tilt angle will become larger and larger. If the vehicle enters the stable phase, the vehicle will maintain the tilt angle of tilting to the right unchanged. If the vehicle enters the exit phase, the vehicle will tilt to the right and the tilt angle will become smaller and smaller until the tilt angle is 0 at the moment of completing the right turn.

[0127] Next, the third curve in Figure 4 will be introduced. As Figure 5 shown in Figure 5As shown, the horizontal axis represents the roll angle Ra, and the vertical axis represents the desired pitch angle Pad. The third curve characterizing the relationship between the roll angle and the desired pitch angle includes curve 25, curve 26, curve 27, curve 28, curve 29, curve 30, and curve 31. Among them, curve 28, curve 26, and curve 30 can represent the mapping relationship during the left turn of the vehicle, and curve 27, curve 25, and curve 29 can represent the mapping relationship during the right turn of the vehicle. Among them, curve 28 can represent the mapping relationship between the tilt angle and the desired pitch angle during the in - bend stage when the vehicle turns left, curve 26 can represent the mapping relationship between the tilt angle and the desired pitch angle during the stable stage when the vehicle turns left, curve 30 can represent the mapping relationship between the roll angle and the desired pitch angle during the out - bend stage when the vehicle turns left; curve 27 can represent the mapping relationship between the tilt angle and the desired pitch angle during the in - bend stage when the vehicle turns right, curve 25 can represent the mapping relationship between the tilt angle and the desired pitch angle during the stable stage when the vehicle turns right, curve 29 can represent the mapping relationship between the roll angle and the desired pitch angle during the out - bend stage when the vehicle turns right, and curve 31 can represent the mapping relationship between the roll angle and the desired pitch angle when the vehicle finishes turning and is driving on a straight road.

[0128] Here, in order to improve the steering response speed of the vehicle when entering a bend and the stability of the vehicle when exiting a bend, the third curve can be set such that, in any tilting direction, the forward - tilt pitch angle is proportional to the roll angle, and the rear - tilt pitch angle is inversely proportional to the roll angle. Among them, the forward - tilt pitch angle can be understood as the angle between the front of the target vehicle and the horizontal plane when the vehicle nods, and the rear - tilt pitch angle can be understood as the pitch angle between the front of the target vehicle and the horizontal plane when the vehicle raises its head.

[0129] In this way, when the vehicle enters a bend, the vehicle body increases the forward - tilt pitch angle to increase the vertical force between the front wheels and the road surface, thereby improving the steering response speed; when the vehicle exits a bend, the vehicle body increases the rear - tilt pitch angle to increase the vertical force between the rear wheels and the road surface, thereby improving the stability when exiting the bend, and thus improving the consistency performance of the vehicle when cornering.

[0130] In addition, on the above basis, as an example, the third curve can also be set such that, in any tilting direction, when the tilt angle remains unchanged, the desired pitch angle is 0 (such as Figure 5 curves 25 and 26 in), and when the tilt angle is 0, the desired pitch angle is 0 (such as Figure 5 curve 31 in). In this way, when the vehicle is in the stable stage, the pitching attitude of the vehicle body can be suppressed, thereby ensuring that the operation of the suspension system does not affect the driving experience of the driver and passengers.

[0131] In addition, on the basis of the above, in order to stabilize the vehicle body's roll axis, the third curve can be set such that the absolute value of the slope of the curve representing the proportional relationship between the pitch angle facing the vehicle head and the roll angle is the same as the absolute value of the slope of the curve representing the inverse proportional relationship between the pitch angle facing the vehicle tail and the roll angle (as Figure 5 the absolute values of the slopes of curve 28 and curve 30 in

[0132] Step S1052: Use the difference between the desired pitch angle and the pitch angle as the deviation pitch angle;

[0133] For example, the deviation pitch angle Pac can be determined using the following formula:

[0134] Pac = Pad - Pa;

[0135] where Pad is the desired pitch angle and Pa is the pitch angle.

[0136] Step S1053: Based on the deviation pitch angle, use a feedback control method to determine the pitch control torque for feedback control of the drive signal for the desired damping force.

[0137] As an example, the feedback control method described here can be optimal control, H-infinity control, or other control methods. Preferably, the feedback control method can be PID control.

[0138] When the feedback control method is PID control, for example, based on the deviation pitch angle, the pitch control torque Mp for feedback control of the drive signal for the desired damping force can be determined using the following formula:

[0139] Mp = Kpp × Pac + Kpi × Pac / S + Kpd × Pac × S;

[0140] where Kpp, Kpi, and Kpd are the proportional, integral, and differential parameters in the PID feedback control rate, respectively, and S is the differential operator.

[0141] S106: Based on the vehicle speed, steering angle of the steering wheel, and yaw rate of the target vehicle at the current moment, determine the yaw rate deviation value, and use a pre-determined fourth curve representing the relationship between the yaw rate deviation value and the roll control torque weight coefficient, and a fifth curve representing the relationship between the yaw rate deviation value and the pitch control torque weight coefficient to determine the roll control weight coefficient for roll control of the target vehicle at the current moment and the pitch control weight coefficient for pitch control.

[0142] As an example, this step includes Step S1061, Step S1062, Step S1063, and Step S1064.

[0143] Step S1061: Determine the desired yaw rate based on the vehicle speed and the steering angle of the steering wheel of the target vehicle at the current moment.

[0144] Here, the vehicle dynamics model and state estimation theory in the prior art can be used to determine the desired yaw rate based on the vehicle speed and the steering angle of the steering wheel of the target vehicle at the current moment. The specific implementation manner is an existing manner in the prior art, so this application will not elaborate here.

[0145] Step S1062: Determine the absolute value of the difference between the desired yaw rate and the yaw rate as the yaw rate deviation value.

[0146] For example, the yaw rate deviation value can be |Ye - Y|; where Ye is the desired yaw rate and Y is the yaw rate.

[0147] Step S1063: Determine the roll control weight coefficient for roll control of the target vehicle at the current moment based on the yaw rate deviation value and the fourth curve that pre - determines the relationship between the yaw rate deviation value and the roll control torque weight coefficient.

[0148] Please refer to FIG. 6(a). FIG. 6(a) shows a schematic diagram of the relationship between the yaw rate deviation value and the roll control torque weight coefficient provided by an exemplary embodiment of the present application.

[0149] As shown in FIG. 6(a), the horizontal axis represents the yaw rate deviation value, and the vertical axis represents the roll control weight coefficient. The fourth curve represents the relationship between the yaw rate deviation value and the roll control torque weight coefficient.

[0150] Specifically, in order to achieve the adaptive ability of the target vehicle to the steering emergency state, the fourth curve can be set such that when the yaw rate deviation value is less than the first yaw rate deviation threshold, the roll control torque weight coefficient is a relatively small first constant; when the yaw rate deviation value is between the first yaw rate deviation threshold and the second yaw rate deviation threshold, the roll control torque weight coefficient and the yaw rate deviation value conform to the relationship of y = kx + b, where k and b are selected according to the actual situation; when the yaw rate deviation value is greater than the second yaw rate deviation threshold, the roll control torque weight coefficient is a relatively large second constant.

[0151] Step S1064: Determine the pitch control weight coefficient for pitch control of the target vehicle at the current moment based on the yaw rate deviation value and the fifth curve that pre - determines the relationship between the yaw rate deviation value and the pitch control torque weight coefficient.

[0152] Please refer to FIG. 6(b). FIG. 6(b) shows a schematic diagram of the relationship between the yaw rate deviation value and the pitch control torque weight coefficient provided by an exemplary embodiment of the present application.

[0153] As shown in FIG. 6(b), the horizontal axis represents the yaw rate deviation value, and the vertical axis represents the pitch control weight coefficient. The fifth curve characterizes the relationship between the yaw rate deviation value and the pitch control moment weight coefficient.

[0154] Specifically, in order to achieve the adaptive ability of the target vehicle to the steering emergency state, the fifth curve can be set such that when the yaw rate deviation value is less than the first yaw rate deviation threshold, the pitch control moment weight coefficient is a relatively large third constant; when the yaw rate deviation value is between the first yaw rate deviation threshold and the second yaw rate deviation threshold, the pitch control moment weight coefficient and the yaw rate deviation value conform to the relationship of y = -kx + b, where k and b are selected according to the actual situation; when the yaw rate deviation value is greater than the second yaw rate deviation threshold, the pitch control moment weight coefficient is a relatively small fourth constant.

[0155] Here, the third constant is greater than the first constant, and the fourth constant is less than the second constant. Exemplarily, the first constant can be the same as the fourth constant, and the second constant can be the same as the third constant.

[0156] In summary, from FIGS. 6(a) and 6(b), when the yaw rate deviation value is less than the preset first yaw rate deviation threshold, the roll control moment weight coefficient is less than the pitch control moment weight coefficient; when the yaw rate deviation value is greater than the preset second yaw rate deviation threshold, the roll control moment weight coefficient is greater than the pitch control moment weight coefficient. In this way, the target vehicle can mainly perform roll control and pitch control during low-speed and small steering, and switch to a mode mainly based on roll control during high-speed and large steering.

[0157] S107. Based on the roll control moment, the pitch control moment, the roll control weight coefficient, and the pitch control weight coefficient, respectively determine the driving values for driving the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber to generate corresponding desired damping forces.

[0158] As an example, this step includes: step S1071, step S1072, and step S1073.

[0159] Step S1071. Based on the roll control moment, the pitch control moment, the roll control weight coefficient, and the pitch control weight coefficient, determine the desired damping forces that the desired left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber are respectively to generate;

[0160] As an example, this step may include step S10711, step S10712, and step S10713.

[0161] Step S10711: Determine the weighted roll moment by multiplying the roll control moment and the roll control weight coefficient.

[0162] For example, the weighted roll moment Tr can be determined using the following formula:

[0163] Tr = Mr × Wr;

[0164] Step S10712: Determine the weighted pitch moment by multiplying the pitch control moment and the pitch control weight coefficient.

[0165] For example, the weighted pitch moment Tp can be determined using the following formula:

[0166] Tp = Mp × Wp;

[0167] Step S10713: Based on the weighted roll moment, the weighted pitch moment, the vehicle body width, and the wheelbase between the front and rear axles, determine the expected damping forces to be generated by the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber respectively.

[0168] For example, the expected damping forces F1 generated by the left front shock absorber, F2 generated by the right front shock absorber, F3 generated by the left rear shock absorber, and F4 generated by the right rear shock absorber can be determined using the following formulas respectively:

[0169] F1 = Tr / 2 / L1 - Tp / 2 / L2;

[0170] F2 = -Tr / 2 / L1 - Tp / 2 / L2;

[0171] F3 = Tr / 2 / L1 + Tp / 2 / L2;

[0172] F4 = -Tr / 2 / L1 + Tp / 2 / L2;

[0173] Where, L1 represents the vehicle body width, and L2 represents the wheelbase between the front and rear axles.

[0174] Step S1072: Perform differentiation and filtering processing on the left front displacement, the right front displacement, the left rear displacement, and the right rear displacement respectively to obtain the left front speed, the right front speed, the left rear speed, and the right rear speed corresponding to the telescopic speeds of the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber of the target vehicle at the current moment;

[0175] Here, since the obtained left front displacement, right front displacement, left rear displacement, and right rear displacement represent the displacements between the current moment and the previous moment, therefore, by performing differentiation and filtering processing on the left front displacement, right front displacement, left rear displacement, and right rear displacement respectively, the left front speed, right front speed, left rear speed, and right rear speed can be obtained.

[0176] Here, the specific differential processing process is the differential processing related to derivatives in the prior art. Therefore, this application will not elaborate on it here.

[0177] Step S1073: Based on the expected damping forces generated by the expected left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber respectively, and the left front speed, right front speed, left rear speed, and right rear speed, determine the driving values for driving the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber to generate corresponding expected damping forces respectively.

[0178] As an example, a driving value mapping curve group can be preset in advance. The driving value mapping curve group includes a first driving value mapping curve representing the relationship between the expected damping force generated by the expected left front shock absorber, the left front speed, and the driving value for driving the left front shock absorber to generate the corresponding expected damping force; a second driving value mapping curve representing the relationship between the expected damping force generated by the expected right front shock absorber, the right front speed, and the driving value for driving the right front shock absorber to generate the corresponding expected damping force; a third driving value mapping curve representing the relationship between the expected damping force generated by the expected left rear shock absorber, the left rear speed, and the driving value for driving the left rear shock absorber to generate the corresponding expected damping force; a fourth driving value mapping curve representing the relationship between the expected damping force generated by the expected right rear shock absorber, the right rear speed, and the driving value for driving the right rear shock absorber to generate the corresponding expected damping force.

[0179] In this step, the driving value for driving the left front shock absorber to generate the corresponding expected damping force can be determined based on the expected damping force generated by the expected left front shock absorber, the left front speed, and the first driving value mapping curve; the driving value for driving the left rear shock absorber to generate the corresponding expected damping force can be determined based on the expected damping force generated by the expected left rear shock absorber, the left rear speed, and the first driving value mapping curve; the driving value for driving the left rear shock absorber to generate the corresponding expected damping force can be determined based on the expected damping force generated by the expected left rear shock absorber, the left rear speed, and the first driving value mapping curve; the driving value for driving the right rear shock absorber to generate the corresponding expected damping force can be determined based on the expected damping force generated by the expected right rear shock absorber, the right rear speed, and the first driving value mapping curve.

[0180] As an example, the driving value includes any one of a current value and a voltage value. In the embodiments of this application, when the shock absorber with adjustable damping is a solenoid valve shock absorber, the driving value can be a current value.

[0181] Further, after obtaining the driving values for driving each shock absorber to generate the corresponding expected damping force, the driving values can be output to the corresponding shock absorbers, so as to enable each shock absorber to generate the corresponding damping force according to the driving values, thereby controlling the vehicle body attitude to meet the design requirements.

[0182] Next, a suspension control method under vehicle steering provided by an embodiment of the present application will be introduced in conjunction with Figure 7 Please refer to

[0183] Please refer to Figure 7 , Figure 7 which shows the software structure diagram of the suspension control device provided by an exemplary embodiment of the present application.

[0184] As shown in Figure 7 , as an example, the shock absorber speed calculation unit 14 respectively obtains the left front displacement D1, right front displacement D2, left rear displacement D3, and right rear displacement D4 corresponding to the telescopic displacements of the left front shock absorber 2, right front shock absorber 3, left rear shock absorber 4, and right rear shock absorber 5 of the target vehicle between the current moment and the previous moment from the left front stroke sensor 6, right front stroke sensor 7, left rear stroke sensor 8, and right rear stroke sensor 9;

[0185] After receiving the left front displacement D1, right front displacement D2, left rear displacement D3, and right rear displacement D4, the shock absorber speed calculation unit 14 respectively performs differential and filtering processing on the left front displacement D1, right front displacement D2, left rear displacement D3, and right rear displacement D4 to obtain the left front speed V1, right front speed V2, left rear speed V3, and right rear speed V4 corresponding to the telescopic speeds of the left front shock absorber 2, right front shock absorber 3, left rear shock absorber 4, and right rear shock absorber 5 of the target vehicle at the current moment, and sends the left front speed V1, right front speed V2, left rear speed V3, and right rear speed V4 to the left front shock absorber Map 21, right front shock absorber Map 22, left rear shock absorber Map 23, and right rear shock absorber Map 24 respectively;

[0186] After receiving the left front displacement D1, right front displacement D2, left rear displacement D3, and right rear displacement D4, the body attitude calculation unit 19 determines the roll angle Ra, pitch angle Pa, and roll rate Rv of the body of the target vehicle based on the left front displacement D1, the right front displacement D2, the left rear displacement D3, and the right rear displacement D4, and sends the roll rate Rv to the roll control unit 15, and sends the roll angle Ra, pitch angle Pa, and roll rate Rv to the pitch control unit 16;

[0187] The roll control unit 15 obtains the vehicle speed V at the current moment and the roll rate Rv, and based on the roll rate Rv and the vehicle speed V of the target vehicle at the current moment, uses a first curve pre-determined to represent the relationship between the roll rate and the corrected roll rate and a second curve representing the relationship between the vehicle speed and the proportionality coefficient to determine a roll control torque Mr for feedback control of the drive signal of the desired damping force, and sends the roll control torque Mr to the damping force distribution unit 20;

[0188] After receiving the roll angle Ra, pitch angle Pa, and roll rate Rv, the pitch control unit 16 determines a pitch control torque Mp for feedback control of the drive signal for the desired damping force based on the roll angle Ra and the pitch angle Pa, using a third curve that pre-determines the relationship between the roll angle and the desired pitch angle, and sends the pitch control torque Mp to the damping force distribution unit 20;

[0189] The yaw rate estimation unit 17 is configured to obtain the vehicle speed V and the steering angle T of the steering wheel of the target vehicle at the current moment from the steering angle sensor 11 and the vehicle speed sensor 12, respectively, determine a desired yaw rate Ye based on the vehicle speed V and the steering angle T of the target vehicle at the current moment, and send the desired yaw rate Ye to the steady-state evaluation unit 18;

[0190] The steady-state evaluation unit 18 receives the yaw rate Y sent by the yaw rate sensor, and after receiving the yaw rate Y and the desired yaw rate Ye, determines the absolute value of the difference between the desired yaw rate Ye and the yaw rate Y as the yaw rate deviation value; after determining the yaw rate deviation value, based on the yaw rate deviation value and a fourth curve that pre-determines the relationship between the yaw rate deviation value and the roll control torque weight coefficient, determines a roll control weight coefficient Wr for roll control of the target vehicle at the current moment, and, based on the yaw rate deviation value and a fifth curve that pre-determines the relationship between the yaw rate deviation value and the pitch control torque weight coefficient, determines a pitch control weight coefficient Wp for pitch control of the target vehicle at the current moment, and sends the roll control weight coefficient Wr and the pitch control weight coefficient Wp to the damping force distribution unit 20;

[0191] After receiving the roll control torque Mr, the pitch control torque Mp, the roll control weight coefficient Wr, and the pitch control weight coefficient Wp, the damping force distribution unit 20 determines desired damping forces F1, F2, F3, and F4 to be generated by the left front shock absorber 2, the right front shock absorber 3, the left rear shock absorber 4, and the right rear shock absorber 5, respectively, based on the roll control torque Mr, the pitch control torque Mp, the roll control weight coefficient Wr, and the pitch control weight coefficient Wp, and sends the desired damping forces F1, F2, F3, and F4 to the left front shock absorber Map 21, the right front shock absorber Map 22, the left rear shock absorber Map 23, and the right rear shock absorber Map 24, respectively;

[0192] The left front shock absorber Map 21 determines a drive value I1 for driving the left front shock absorber 2 to generate the desired damping force F1 based on the desired damping force F1 generated by the left front shock absorber 2 and the left front speed V1;

[0193] Right front shock absorber Map 22. Based on the desired damping force F2 generated by the desired right front shock absorber 3 and the right front speed v2, determine the drive value I2 for driving the desired right front shock absorber 3 to generate the desired damping force F2;

[0194] Left rear shock absorber Map 23. Based on the desired damping force F3 generated by the desired left rear shock absorber 4 and the left rear speed V3, determine the drive value I3 for driving the desired left rear shock absorber 4 to generate the desired damping force F3;

[0195] Right rear shock absorber Map 24. Based on the desired damping force F4 generated by the desired right rear shock absorber 5 and the right rear speed V4, determine the drive value I4 for driving the desired right rear shock absorber 4 to generate the desired damping force F4.

[0196] In addition, in order to further illustrate the beneficial effects of the suspension control method provided in the present application, a comparison diagram of the implementation effects of the suspension control method in the present application and the traditional suspension control method is provided. Specifically, please refer to Figure 8 、 Figure 9 and Figure 10 。 Figure 8 It shows a schematic comparison diagram of the pitch and roll control results under steady-state steering obtained according to an exemplary embodiment of the present application and the control results obtained according to the prior art; Figure 9 It shows a schematic comparison diagram of the vehicle state time-domain results under steady-state steering obtained according to an exemplary embodiment of the present application and the time-domain results obtained according to the prior art; Figure 10 It shows a schematic comparison diagram of the vehicle state time-domain results under non-steady-state steering obtained according to an exemplary embodiment of the present application and the time-domain results obtained according to the prior art.

[0197] As Figure 8 shown, curve 34 represents the control result of the embodiment of the present application, and curve 33 represents the control result of the comparative example. By comparing curve 34 and curve 33, it can be seen that the present invention can enable the target vehicle to achieve a "butterfly-shaped" steady-state steering of the roll angle and pitch angle under steady-state steering (low-speed small steering). When the vehicle enters a bend, the vehicle body increases the forward pitch angle to increase the vertical force between the front wheels and the road surface, thereby improving the steering response speed; when the vehicle exits the bend, the vehicle body increases the rearward pitch angle to increase the vertical force between the rear wheels and the road surface, thereby improving the stability when exiting the bend, and thus improving the consistency performance of the vehicle when cornering.

[0198] As Figure 9 shown, Figure 9 It can be described as in the case of low-speed small steering (steady-state steering) through Figure 5The vehicle state in the time domain when following the path shown, where curve 35 is the lateral acceleration curve, curves 36 and 37 are the roll rate curves of the embodiment and the comparative example respectively, curves 38 and 39 are the pitch rate curves of the embodiment and the comparative example respectively, curves 40 and 41 are the roll angle curves of the embodiment and the comparative example respectively, and curves 42 and 43 are the pitch angle curves of the embodiment and the comparative example respectively.

[0199] By comparing Figure 9 curves 42 and 43 in, it can be seen that in the case of steady-state steering, the embodiment of the present application can increase the forward pitch angle when the vehicle enters the bend and increase the rearward pitch angle when exiting the bend, that is, achieve the desired attitude of nose-down when entering the bend and nose-up when exiting the bend of the present invention. Further, by comparing Figure 9 curves 36 and 37 in, it can be found that in the case of steady-state steering, the embodiment of the present invention will slightly increase the roll rate to achieve the pitch attitude movement. However, due to steady-state steering, this increase in roll rate will not have an obvious impact on vehicle controllability.

[0200] Figure 10 It is possible to describe the vehicle state in the time domain when following the path shown (i.e., in the case of non-steady-state steering) at high speed with large steering, where curve 44 is the lateral acceleration curve, curves 45 and 46 are the roll angle curves of the comparative example and the embodiment respectively, and curves 47 and 48 are the roll rate curves of the comparative example and the embodiment respectively. By comparing Figure 5 curves 45 and 46 in, and curves 47 and 48, it can be found that the embodiment of the present invention can effectively reduce the change amplitude of the roll rate and improve vehicle body stability. Figure 10 Combined with

[0201] it can be seen that the embodiment of the present application can coordinate the pitch and roll of the vehicle body under steady-state steering, so that the two satisfy the "butterfly type" relationship, thereby stabilizing the vehicle body yaw axis, improving the in-bend response and the out-of-bend stability. In the case of emergency steering of the vehicle (in the case of high-speed large steering), the embodiment of the present application can quickly switch from the "butterfly type" steady-state steering to non-steady-state steering with a reduced roll angle, thereby improving the wheel grip ability and the controllability. This switching ability is exactly the embodiment of the self-adaptive ability of the present invention to the steering emergency degree. In summary, the above effects effectively prove the technical advantages of the present application. Figures 8 - 10 Based on the same inventive concept, an embodiment of the present application also provides a suspension control device corresponding to the above-mentioned suspension control method under vehicle steering.

[0202] As shown in

[0203] Referring to Figure 11 shown, Figure 11 is a schematic structural diagram of a suspension control device provided by an exemplary embodiment of the present application. The suspension control device 1100 includes:

[0204] A first acquisition unit 1101 is configured to acquire a left front displacement, a right front displacement, a left rear displacement, and a right rear displacement respectively corresponding to telescopic displacements of a left front shock absorber, a right front shock absorber, a left rear shock absorber, and a right rear shock absorber of a target vehicle between the current moment and the previous moment;

[0205] A second acquisition unit 1102 is configured to acquire the vehicle speed, the steering angle of the steering wheel, and the yaw rate of the target vehicle at the current moment;

[0206] A body attitude calculation unit 1103 is configured to determine a roll angle, a pitch angle, and a roll rate of the body of the target vehicle based on the left front displacement, the right front displacement, the left rear displacement, and the right rear displacement;

[0207] A roll control unit 1104 is configured to determine a roll control torque for feedback control of a drive signal of an expected damping force based on the roll rate and the vehicle speed of the target vehicle at the current moment, by using a first curve pre-determined to represent the relationship between the roll rate and the corrected roll rate and a second curve pre-determined to represent the relationship between the vehicle speed and the proportionality coefficient;

[0208] A pitch control unit 1105 is configured to determine a pitch control torque for feedback control of a drive signal of an expected damping force based on the roll angle and the pitch angle, by using a third curve pre-determined to represent the relationship between the roll angle and the expected pitch angle;

[0209] A weight coefficient determination unit 1106 is configured to determine a yaw rate deviation value based on the vehicle speed, the steering angle of the steering wheel, and the yaw rate of the target vehicle at the current moment, and determine a roll control weight coefficient for roll control and a pitch control weight coefficient for pitch control of the target vehicle at the current moment by using a fourth curve pre-determined to represent the relationship between the yaw rate deviation value and the roll control torque weight coefficient and a fifth curve pre-determined to represent the relationship between the yaw rate deviation value and the pitch control torque weight coefficient;

[0210] A drive value determination unit 1107 is configured to determine drive values for driving the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber to generate corresponding expected damping forces respectively based on the roll control torque, the pitch control torque, the roll control weight coefficient, and the pitch control weight coefficient.

[0211] In a possible implementation manner, the body attitude calculation unit 1103 is specifically configured to:

[0212] Determine an average displacement of the center point of the front axle based on the left front displacement and the right front displacement;

[0213] Determine an average displacement of the center point of the rear axle based on the left rear displacement and the right rear displacement;

[0214] Based on the left front displacement and the left rear displacement, determine the average displacement of the left center point;

[0215] Based on the right front displacement and the right rear displacement, determine the average displacement of the right center point;

[0216] Based on the body width of the target vehicle, the average displacement of the left center point, and the average displacement of the right center point, determine the roll angle of the body of the target vehicle;

[0217] Based on the wheelbase between the front axle and the rear axle of the target vehicle, the average displacement of the front axle center point, and the average displacement of the rear axle center point, determine the pitch angle of the body of the target vehicle;

[0218] Perform differential processing on the roll angle to determine the roll rate of the body of the target vehicle.

[0219] In a possible implementation manner, the roll control unit 1104 is specifically configured to:

[0220] Based on the roll rate and a first curve that pre-determines the relationship between the roll rate and the corrected roll rate, determine the corrected roll rate;

[0221] Based on the corrected roll rate, use a feedback control method to determine an initial roll control torque for performing feedback control on the drive signal of the desired damping force;

[0222] Based on the vehicle speed of the target vehicle at the current moment and a second curve that pre-determines the relationship between the vehicle speed and the proportional coefficient, determine the proportional coefficient for correcting the initial roll control torque;

[0223] Determine the product of the proportional coefficient and the initial roll control torque as the roll control torque for performing feedback control on the drive signal of the desired damping force.

[0224] In a possible implementation manner, the pitch control unit 1105 is specifically configured to:

[0225] Based on the roll angle, the roll rate, and a third curve that pre-determines the relationship between the roll angle and the desired pitch angle, determine the desired pitch angle;

[0226] Use the difference between the desired pitch angle and the pitch angle as the deviation pitch angle;

[0227] Based on the deviation pitch angle, use a feedback control method to determine a pitch control torque for performing feedback control on the drive signal of the desired damping force.

[0228] In a possible implementation manner, the weight coefficient determination unit 1106 is specifically configured to:

[0229] Determine the desired yaw rate based on the vehicle speed and the steering angle of the steering wheel at the current moment of the target vehicle;

[0230] Determine the absolute value of the difference between the desired yaw rate and the yaw rate as the yaw rate deviation value;

[0231] Based on the yaw rate deviation value and a fourth curve that pre - determines the relationship between the yaw rate deviation value and the roll control torque weight coefficient, determine the roll control weight coefficient for roll control of the target vehicle at the current moment;

[0232] Based on the yaw rate deviation value and a fifth curve that pre - determines the relationship between the yaw rate deviation value and the pitch control torque weight coefficient, determine the pitch control weight coefficient for pitch control of the target vehicle at the current moment.

[0233] In a possible implementation manner, the drive value determination unit 1107 is specifically configured to:

[0234] Based on the roll control torque, the pitch control torque, the roll control weight coefficient, and the pitch control weight coefficient, determine the desired damping forces generated by the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber respectively;

[0235] Perform differential and filtering processing on the left front displacement, the right front displacement, the left rear displacement, and the right rear displacement respectively to obtain the left front speed, the right front speed, the left rear speed, and the right rear speed respectively corresponding to the telescopic speeds of the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber of the target vehicle at the current moment;

[0236] Based on the desired damping forces generated by the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber respectively, and the left front speed, the right front speed, the left rear speed, and the right rear speed, determine the drive values for driving the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber to generate the corresponding desired damping forces respectively.

[0237] In a possible implementation manner, the drive value determination unit 1107 is further specifically configured to:

[0238] Determine the weighted roll torque by multiplying the roll control torque and the roll control weight coefficient;

[0239] Determine the weighted pitch torque by multiplying the pitch control torque and the pitch control weight coefficient;

[0240] Based on the weighted roll moment, the weighted pitch moment, the vehicle body width, and the wheelbase between the front and rear axles, determine the desired damping forces to be generated by the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber, respectively.

[0241] Please refer to Figure 12 , Figure 12 which is a schematic structural diagram of an electronic device provided by an embodiment of the present application. As Figure 12 shown in , the electronic device 1200 includes a processor 1210, a memory 1220, and a bus 1230.

[0242] The memory 1220 stores machine-readable instructions executable by the processor 1210. When the electronic device 1200 runs, the processor 1210 communicates with the memory 1220 through the bus 1230. When the machine-readable instructions are executed by the processor 1210, the steps of the control method of the suspension under vehicle steering in the above method embodiment can be executed. The specific implementation manners can be referred to the method embodiment and will not be elaborated here.

[0243] An embodiment of the present application further provides a computer-readable storage medium. A computer program is stored on the computer-readable storage medium. When the computer program is run by a processor, the steps of the control method of the suspension under vehicle steering in the above method embodiment can be executed. The specific implementation manners can be referred to the method embodiment and will not be elaborated here.

[0244] Those skilled in the art can clearly understand that for the convenience and conciseness of description, the specific working processes of the systems, devices, and units described above can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated here.

[0245] In several embodiments provided by the present application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. The device embodiments described above are only illustrative. For example, the division of the units is only a logical function division, and there can be other division manners in actual implementation. For another example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point, the displayed or discussed mutual coupling or direct coupling or communication connection can be through some communication interfaces. The indirect coupling or communication connection of the devices or units can be in an electrical, mechanical, or other forms.

[0246] The unit described as a separation component may or may not be physically separated. The component shown as a unit may or may not be a physical unit, that is, it may be located in one place or may be distributed across multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0247] In addition, each functional unit in various embodiments of the present application may be integrated in a processing unit, may exist physically alone for each unit, or two or more units may be integrated in one unit.

[0248] If the described function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a non-volatile computer-readable storage medium executable by a processor. Based on such understanding, the technical solution of the present application, 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 to enable 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 application. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical discs that can store program codes.

[0249] Finally, it should be noted that the above-described embodiments are only specific implementation manners of the present application, used to illustrate the technical solutions of the present application, and are not intended to limit them. The protection scope of the present application is not limited thereto. Although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that any person skilled in the art within the technical scope disclosed in the present application can still modify the technical solutions recorded in the foregoing embodiments, or can easily think of changes, or perform equivalent replacements for some of the technical features; and these modifications, changes, 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 application, and should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A suspension control method under vehicle steering, characterized in that, Four shock absorbers with adjustable damping are provided on the suspension, namely a left front shock absorber, a right front shock absorber, a left rear shock absorber and a right rear shock absorber. The suspension control method includes: Obtaining a left front displacement, a right front displacement, a left rear displacement and a right rear displacement corresponding to the telescopic displacements of the left front shock absorber, the right front shock absorber, the left rear shock absorber and the right rear shock absorber of the target vehicle between the current moment and the previous moment respectively; Obtaining the vehicle speed, the steering angle of the steering wheel and the yaw rate of the target vehicle at the current moment; Based on the left front displacement, the right front displacement, the left rear displacement and the right rear displacement, determining the roll angle, the pitch angle and the roll rate of the body of the target vehicle; Based on the roll rate and the vehicle speed of the target vehicle at the current moment, using a first curve pre-determined to represent the relationship between the roll rate and the corrected roll rate and a second curve representing the relationship between the vehicle speed and the proportionality coefficient, determining a roll control torque for feedback control of the drive signal of the desired damping force; the horizontal axis of the first curve represents the roll rate, the vertical axis represents the corrected roll rate, the positive or negative of the roll rate represents the direction of roll, and the value of the roll rate corresponding to the inflection point of the first curve is the roll rate threshold; in the first curve, when the absolute value of the roll rate is less than the roll rate threshold, the absolute value of the corrected roll rate is less than the absolute value of the roll rate, and when the absolute value of the roll rate is greater than the roll rate threshold, the absolute value of the corrected roll rate rises rapidly and is greater than the absolute value of the roll rate; the horizontal axis of the second curve represents the vehicle speed, the vertical axis represents the proportionality coefficient, and the second curve is set such that the proportionality coefficient is proportional to the vehicle speed within a preset vehicle speed threshold range; Based on the roll angle and the pitch angle, using a third curve pre-determined to represent the relationship between the roll angle and the desired pitch angle, determining a pitch control torque for feedback control of the drive signal of the desired damping force; the third curve is set such that, in any tilting direction, the forward pitch angle is proportional to the roll angle, and the rearward pitch angle is inversely proportional to the roll angle; the forward pitch angle is the angle between the front of the vehicle and the horizontal plane when the target vehicle nods, and the rearward pitch angle is the pitch angle between the front of the vehicle and the horizontal plane when the target vehicle raises its head; the third curve is also set such that, in any tilting direction, when the tilt angle is constant, the desired pitch angle is 0, and when the tilt angle is 0, the desired pitch angle is 0; the third curve is also set such that the absolute value of the slope of the curve representing the proportional relationship between the pitch angle facing the front of the vehicle and the roll angle is the same as the absolute value of the slope of the curve representing the inverse relationship between the pitch angle facing the rear of the vehicle and the roll angle; Based on the vehicle speed, steering angle of the steering wheel, and yaw rate of the target vehicle at the current moment, determine the yaw rate deviation value, and use a pre-determined fourth curve representing the relationship between the yaw rate deviation value and the roll control torque weight coefficient, and a fifth curve representing the relationship between the yaw rate deviation value and the pitch control torque weight coefficient to determine the roll control weight coefficient for roll control and the pitch control weight coefficient for pitch control of the target vehicle at the current moment; the fourth curve is set such that when the yaw rate deviation value is less than the first yaw rate deviation threshold, the roll control torque weight coefficient is a first constant, when the yaw rate deviation value is between the first yaw rate deviation threshold and the second yaw rate deviation threshold, the roll control torque weight coefficient conforms to the relationship y = kx + b with the yaw rate deviation value, where k and b are selected according to the actual situation, and when the yaw rate deviation value is greater than the second yaw rate deviation threshold, the roll control torque weight coefficient is a second constant, and the second constant is greater than the first constant and greater than y; the fifth curve is set such that when the yaw rate deviation value is less than the first yaw rate deviation threshold, the pitch control torque weight coefficient is a third constant, when the yaw rate deviation value is between the first yaw rate deviation threshold and the second yaw rate deviation threshold, the pitch control torque weight coefficient conforms to the relationship y = -kx + b with the yaw rate deviation value, where k and b are selected according to the actual situation, and when the yaw rate deviation value is greater than the second yaw rate deviation threshold, the pitch control torque weight coefficient is a fourth constant, and the fourth constant is greater than the third constant; wherein, the third constant is greater than the first constant, the fourth constant is less than the second constant, the first constant is the same as the fourth constant, and the second constant is the same as the third constant; Based on the roll control torque, the pitch control torque, the roll control weight coefficient, and the pitch control weight coefficient, respectively determine the driving values for driving the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber to generate corresponding desired damping forces.

2. The suspension control method according to claim 1, wherein The determining the roll angle, pitch angle, and roll rate of the body of the target vehicle based on the left front displacement, the right front displacement, the left rear displacement, and the right rear displacement includes: Based on the left front displacement and the right front displacement, determine the average displacement of the center point of the front axle; Based on the left rear displacement and the right rear displacement, determine the average displacement of the center point of the rear axle; Based on the left front displacement and the left rear displacement, determine the average displacement of the center point on the left side; Based on the right front displacement and the right rear displacement, determine the average displacement of the center point on the right side; Based on the body width of the target vehicle, the average displacement of the center point on the left side, and the average displacement of the center point on the right side, determine the roll angle of the body of the target vehicle; Based on the wheelbase between the front axle and the rear axle of the target vehicle, the average displacement of the center point of the front axle, and the average displacement of the center point of the rear axle, determine the pitch angle of the body of the target vehicle; Perform differential processing on the roll angle to determine the roll rate of the body of the target vehicle.

3. The suspension control method according to claim 1, characterized in that Based on the roll rate and the vehicle speed of the target vehicle at the current moment, using a first curve that pre-determines the relationship between the roll rate and the corrected roll rate and a second curve that pre-determines the relationship between the vehicle speed and the proportionality coefficient, to determine a roll control moment for feedback control of the drive signal of the desired damping force, includes: Based on the roll rate and the pre-determined first curve that represents the relationship between the roll rate and the corrected roll rate, determine the corrected roll rate; Based on the corrected roll rate, using a feedback control method, determine an initial roll control moment for feedback control of the drive signal of the desired damping force; Based on the vehicle speed of the target vehicle at the current moment and the pre-determined second curve that represents the relationship between the vehicle speed and the proportionality coefficient, determine the proportionality coefficient for correcting the initial roll control moment; Determine the product of the proportionality coefficient and the initial roll control force moment as the roll control moment for feedback control of the drive signal of the desired damping force.

4. The suspension control method according to claim 1, wherein, Based on the roll angle, pitch angle, and roll rate, using a pre-determined third curve that represents the relationship between the roll angle and the desired pitch angle, to determine a pitch control moment for feedback control of the drive signal of the desired damping force, includes: Based on the roll angle, the roll rate, and the pre-determined third curve that represents the relationship between the roll angle and the desired pitch angle, determine the desired pitch angle; Use the difference between the desired pitch angle and the pitch angle as the deviation pitch angle; Based on the deviation pitch angle, using a feedback control method, determine the pitch control moment for feedback control of the drive signal of the desired damping force.

5. The suspension control method according to claim 1, wherein Based on the vehicle speed of the target vehicle at the current moment, the steering angle of the steering wheel, and the yaw rate, determine the yaw rate deviation value, and use a pre-determined fourth curve that represents the relationship between the yaw rate deviation value and the roll control moment weight coefficient, and a fifth curve that represents the relationship between the yaw rate deviation value and the pitch control moment weight coefficient, to determine the roll control weight coefficient for roll control and the pitch control weight coefficient for pitch control of the target vehicle at the current moment, includes: Based on the vehicle speed of the target vehicle at the current moment and the steering angle of the steering wheel, determine the desired yaw rate; Determine the absolute value of the difference between the desired yaw rate and the yaw rate as the yaw rate deviation value; Based on the yaw rate deviation value and the pre-determined fourth curve that represents the relationship between the yaw rate deviation value and the roll control moment weight coefficient, determine the roll control weight coefficient for roll control of the target vehicle at the current moment; Based on the yaw rate deviation value and the pre-determined fifth curve that represents the relationship between the yaw rate deviation value and the pitch control moment weight coefficient, determine the pitch control weight coefficient for pitch control of the target vehicle at the current moment.

6. The suspension control method according to claim 1, characterized in that, Based on the roll control moment, the pitch control moment, the roll control weight coefficient, and the pitch control weight coefficient, respectively determine the drive values for driving the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber to generate corresponding desired damping forces, includes: Based on the roll control moment, the pitch control moment, the roll control weight coefficient, and the pitch control weight coefficient, determine the expected damping forces to be generated by the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber respectively; Perform differential and filtering processing on the left front displacement, the right front displacement, the left rear displacement, and the right rear displacement respectively, to obtain the left front speed, the right front speed, the left rear speed, and the right rear speed respectively corresponding to the telescopic speeds of the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber of the target vehicle at the current moment; Based on the expected damping forces to be generated by the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber respectively, and the left front speed, the right front speed, the left rear speed, and the right rear speed, determine the drive values for driving the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber to generate the corresponding expected damping forces respectively.

7. The suspension control method according to claim 6, wherein The determining the expected damping forces to be generated by the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber respectively based on the roll control moment, the pitch control moment, the roll control weight coefficient, and the pitch control weight coefficient includes: Determine the weighted roll moment by multiplying the roll control moment and the roll control weight coefficient; Determine the weighted pitch moment by multiplying the pitch control moment and the pitch control weight coefficient; Based on the weighted roll moment, the weighted pitch moment, the body width of the target vehicle, and the wheelbase between the front and rear axles, determine the expected damping forces to be generated by the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber respectively.

8. A control device for a suspension under vehicle steering, characterized in that, Four shock absorbers with adjustable damping are provided on the suspension, namely the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber, and the control device includes: A first acquisition unit, configured to acquire the left front displacement, the right front displacement, the left rear displacement, and the right rear displacement respectively corresponding to the telescopic displacements of the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber of the target vehicle between the current moment and the previous moment; A second acquisition unit, configured to acquire the vehicle speed, the steering angle of the steering wheel, and the yaw rate of the target vehicle at the current moment; A body attitude calculation unit, configured to determine the roll angle, the pitch angle, and the roll rate of the body of the target vehicle based on the left front displacement, the right front displacement, the left rear displacement, and the right rear displacement; A roll control unit, which is configured to determine a roll control torque for feedback control of a drive signal of a desired damping force based on the roll rate and the vehicle speed of the target vehicle at the current moment, by using a first curve that pre-determines the relationship between the roll rate and the corrected roll rate and a second curve that pre-determines the relationship between the vehicle speed and the proportionality coefficient; the horizontal axis of the first curve represents the roll rate, the vertical axis represents the corrected roll rate, the positive or negative value of the roll rate represents the direction of roll, and the numerical value of the roll rate corresponding to the inflection point of the first curve is the roll rate threshold; in the first curve, when the absolute value of the roll rate is less than the roll rate threshold, the absolute value of the corrected roll rate is less than the absolute value of the roll rate, and when the absolute value of the roll rate is greater than the roll rate threshold, the absolute value of the corrected roll rate rises rapidly and is greater than the absolute value of the roll rate; the horizontal axis of the second curve represents the vehicle speed, the vertical axis represents the proportionality coefficient, and the second curve is set such that the proportionality coefficient is proportional to the vehicle speed within a preset vehicle speed threshold range; A pitch control unit, which is configured to determine a pitch control torque for feedback control of a drive signal of a desired damping force based on the roll angle and the pitch angle, by using a third curve that pre-determines the relationship between the roll angle and the desired pitch angle; the third curve is set such that, in any tilting direction, the forward pitch angle is proportional to the roll angle, and the rearward pitch angle is inversely proportional to the roll angle; the forward pitch angle is the angle between the front of the vehicle and the horizontal plane when the target vehicle nods, and the rearward pitch angle is the pitch angle between the front of the vehicle and the horizontal plane when the target vehicle raises its head; the third curve is also set such that, in any tilting direction, when the tilting angle is constant, the desired pitch angle is 0, and when the tilting angle is 0, the desired pitch angle is 0; the third curve is also set such that the absolute value of the slope of the curve representing the proportional relationship between the pitch angle facing the front of the vehicle and the roll angle is the same as the absolute value of the slope of the curve representing the inverse proportional relationship between the pitch angle facing the rear of the vehicle and the roll angle; A yaw rate deviation value determining unit, configured to determine a yaw rate deviation value based on the vehicle speed, the steering angle of the steering wheel, and the yaw rate of the target vehicle at the current moment, and use a pre-determined fourth curve characterizing the relationship between the yaw rate deviation value and the roll control torque weight coefficient, and a fifth curve characterizing the relationship between the yaw rate deviation value and the pitch control torque weight coefficient to determine a roll control weight coefficient for roll control and a pitch control weight coefficient for pitch control of the target vehicle at the current moment; the fourth curve is set such that when the yaw rate deviation value is less than a first yaw rate deviation threshold, the roll control torque weight coefficient is a first constant, when the yaw rate deviation value is between the first yaw rate deviation threshold and a second yaw rate deviation threshold, the roll control torque weight coefficient conforms to the relationship of y = kx + b with the yaw rate deviation value, where k and b are selected according to the actual situation, and when the yaw rate deviation value is greater than the second yaw rate deviation threshold, the roll control torque weight coefficient is a second constant, and the second constant is greater than the first constant and greater than y; the fifth curve is set such that when the yaw rate deviation value is less than the first yaw rate deviation threshold, the pitch control torque weight coefficient is a third constant, when the yaw rate deviation value is between the first yaw rate deviation threshold and the second yaw rate deviation threshold, the pitch control torque weight coefficient conforms to the relationship of y = -kx + b with the yaw rate deviation value, where k and b are selected according to the actual situation, and when the yaw rate deviation value is greater than the second yaw rate deviation threshold, the pitch control torque weight coefficient is a fourth constant, and the fourth constant is greater than the third constant; wherein, the third constant is greater than the first constant, the fourth constant is less than the second constant, the first constant is the same as the fourth constant, and the second constant is the same as the third constant; A drive value determining unit, configured to determine drive values for driving the left front shock absorber, the right front shock absorber, the left rear shock absorber, and the right rear shock absorber to generate corresponding desired damping forces respectively based on the roll control torque, the pitch control torque, the roll control weight coefficient, and the pitch control weight coefficient.

9. An electronic device, characterized in that, Comprising: A processor, a memory, and a bus, the memory stores machine-readable instructions executable by the processor, when the electronic device runs, the processor communicates with the memory through the bus, and when the machine-readable instructions are run by the processor, the steps of the suspension control method under vehicle steering as described in any one of claims 1 to 7 are executed.

10. A computer-readable storage medium, characterized in that, A computer program is stored on the computer-readable storage medium, and when the computer program is run by the processor, the steps of the suspension control method under vehicle steering as described in any one of claims 1 to 7 are executed.

Images