Vehicle bottoming prevention method, device, equipment and readable storage medium

Abstract

The present invention provides a method, device, equipment and readable storage medium for preventing a vehicle from hitting the bottom. The method for preventing a vehicle from hitting the bottom includes: obtaining the current travel of the vehicle suspension; if the current travel of the vehicle suspension is less than the preset suspension travel, or the compression rate of the vehicle suspension is greater than the preset compression rate, or the road height difference is greater than the preset height difference, or the road slope is greater than the preset slope, then it is determined that the vehicle is in a slope-rushing condition; if the current travel of the vehicle suspension is greater than the preset limit suspension travel, or the stretching rate of the vehicle suspension is greater than the preset stretching rate, then it is determined that the vehicle is in a curb-down condition; when it is determined that the vehicle is in a slope-rushing or curb-down condition, the damping force of the vehicle suspension shock absorber is increased. Through the present invention, by determining the slope-rushing and curb-down conditions of the vehicle, the damping force of the vehicle suspension shock absorber is increased, the support capacity of the suspension to the vehicle can be improved, and the ground clearance of the vehicle body can be increased, thereby improving the passability of the vehicle when rushing the slope or curb-down.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a vehicle bottom-out prevention method, device, equipment and readable storage medium. Background Art

[0002] During the driving process of the vehicle, such as when the vehicle is rushing down a slope, the front wall of the vehicle may hit the bottom, and when the vehicle is going down a curb, the rear suspension may hit the bottom. The reason why the vehicle body (including the front wall and rear suspension) hits the bottom is that when the vehicle is rushing down a slope or going down a curb, the tires hit the ground. The impact load compresses the vehicle suspension, causing the gap between the vehicle body and the ground to become smaller, thereby causing the vehicle body to hit the bottom. Summary of the invention

[0003] The main purpose of the present invention is to provide a vehicle bottoming prevention method, device, equipment and readable storage medium, aiming to solve the technical problem that the front of the vehicle may bottom out when the vehicle is rushing down a slope, and the rear overhang may bottom out when the vehicle is going down the curb.

[0004] In a first aspect, the present invention provides a method for preventing a vehicle from bottoming out, the method comprising:

[0005] Obtaining the current travel of the vehicle suspension, determining a preset suspension travel, a preset compression rate and a preset extension rate, and determining a road surface height difference and a road surface slope;

[0006] If the current travel of the vehicle suspension is less than the preset suspension travel, or the compression rate of the vehicle suspension is greater than the preset compression rate, or the road height difference is greater than the preset height difference, or the road slope is greater than the preset slope, it is determined that the vehicle is in a slope rushing condition;

[0007] If the current travel of the vehicle suspension is greater than the preset limit suspension travel, or the extension rate of the vehicle suspension is greater than the preset extension rate, it is determined that the vehicle is in a lower curb condition;

[0008] When it is determined that the vehicle is in a slope or curb condition, the damping force of the vehicle suspension shock absorber is increased.

[0009] Optionally, the determining of the preset suspension travel, the preset compression rate and the preset extension rate comprises:

[0010] Constructing a vehicle kinematics model, wherein the vehicle kinematics model includes a corresponding relationship between vehicle speed, steering wheel angle, suspension travel, suspension compression rate, and suspension extension rate;

[0011] According to the current vehicle speed and the current steering wheel angle, a preset suspension travel, a preset compression rate and a preset extension rate corresponding to the current vehicle speed and the current steering wheel angle are obtained through a vehicle kinematic model.

[0012] Optionally, determining the road surface height difference and the road surface slope includes:

[0013] The road surface height difference and road surface slope are obtained according to the change data of the vehicle speed and the tire vertical height in the first preset period.

[0014] Optionally, when it is determined that the vehicle is in a slope-rushing or curb-falling condition, increasing the damping force of the vehicle suspension shock absorber includes:

[0015] When it is determined that the vehicle is in a slope or curb condition, if the current vehicle speed is less than the preset speed, the damping force of the vehicle suspension shock absorber is increased.

[0016] Optionally, after increasing the damping force of the vehicle suspension shock absorber when it is determined that the vehicle is in a slope-rushing or curb-falling condition, the method further comprises:

[0017] Detecting a vehicle displacement distance, where the vehicle displacement distance is the distance between the vehicle position when the vehicle enters a ramp or curb condition and the vehicle current position;

[0018] If the vehicle displacement distance exceeds the preset displacement distance, the damping force of the vehicle suspension shock absorber is restored to a normal value.

[0019] Optionally, after increasing the damping force of the vehicle suspension shock absorber when it is determined that the vehicle is in a slope-rushing or curb-falling condition, the method further includes:

[0020] If it is detected that the reduction value of the vehicle suspension compression rate within the second preset period is greater than the preset reduction value, the damping force of the vehicle suspension shock absorber is restored to a normal value.

[0021] Optionally, after increasing the damping force of the vehicle suspension shock absorber when it is determined that the vehicle is in a slope-rushing or curb-falling condition, the method further includes:

[0022] If it is detected that the suspension height increase rate is greater than the preset increase rate, or the difference between the current suspension height and the suspension height when unloaded is greater than a first preset difference, then the increase rate of the damping force of the vehicle suspension shock absorber is reduced;

[0023] If it is detected that the difference between the current suspension height and the suspension height when unloaded is greater than a second preset difference, the damping force of the vehicle suspension shock absorber is restored to a normal value, and the second preset difference is greater than the first preset difference.

[0024] In a second aspect, the present invention further provides a vehicle bottoming prevention device, the vehicle bottoming prevention device comprising:

[0025] An acquisition module, used for acquiring a current travel of a vehicle suspension, determining a preset suspension travel, a preset compression rate and a preset extension rate, and determining a road surface height difference and a road surface slope;

[0026] A first determination module is used to determine that the vehicle is in a slope running condition if the current travel of the vehicle suspension is less than a preset suspension travel, or the compression rate of the vehicle suspension is greater than a preset compression rate, or the road height difference is greater than a preset height difference, or the road slope is greater than a preset slope;

[0027] A second determination module is used to determine that the vehicle is in a lower curb condition if the current travel of the vehicle suspension is greater than a preset limit suspension travel, or the extension rate of the vehicle suspension is greater than a preset extension rate;

[0028] The boost module is used to increase the damping force of the vehicle suspension shock absorber when it is determined that the vehicle is in a slope or curb condition.

[0029] In a third aspect, the present invention further provides a vehicle anti-bottoming device, comprising a processor, a memory, and a vehicle anti-bottoming program stored in the memory and executable by the processor, wherein when the vehicle anti-bottoming program is executed by the processor, the steps of the vehicle anti-bottoming method as described above are implemented.

[0030] In a fourth aspect, the present invention further provides a readable storage medium, on which a vehicle bottom-out prevention program is stored, wherein when the vehicle bottom-out prevention program is executed by a processor, the steps of the vehicle bottom-out prevention method as described above are implemented.

[0031] In the present invention, the current travel of the vehicle suspension is obtained, the preset suspension travel, the preset compression rate and the preset extension rate are determined, and the road height difference and the road slope are determined; if the current travel of the vehicle suspension is less than the preset suspension travel, or the compression rate of the vehicle suspension is greater than the preset compression rate, or the road height difference is greater than the preset height difference, or the road slope is greater than the preset slope, then it is determined that the vehicle is in a slope-rushing condition; if the current travel of the vehicle suspension is greater than the preset limit suspension travel, or the extension rate of the vehicle suspension is greater than the preset extension rate, then it is determined that the vehicle is in a curb-down condition; when it is determined that the vehicle is in a slope-rushing or curb-down condition, the damping force of the vehicle suspension shock absorber is increased. The present invention can improve the support capacity of the suspension for the vehicle and the ground clearance of the vehicle body by determining the slope-rushing and curb-down conditions of the vehicle and increasing the damping force of the vehicle suspension shock absorber, thereby improving the vehicle's passability when rushing a slope or curb-down, and effectively avoiding or reducing the occurrence of the vehicle body hitting the bottom. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 A schematic diagram of a process flow of an embodiment of a vehicle bottoming prevention method of the present invention;

[0033] Figure 2 for Figure 1 A detailed flow chart of step S10;

[0034] Figure 3A schematic diagram of a displacement distance detection process of an embodiment of a vehicle bottoming prevention method of the present invention;

[0035] Figure 4 A schematic diagram of a suspension height detection process of an embodiment of a vehicle bottoming prevention method of the present invention;

[0036] Figure 5 This is a schematic diagram of functional modules of an embodiment of a vehicle bottom-out protection device of the present invention;

[0037] Figure 6 The figure is a schematic diagram of the hardware structure of an embodiment of a vehicle bottom-out protection device according to the present invention.

[0038] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0039] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0040] In a first aspect, an embodiment of the present invention provides a method for preventing a vehicle from bottoming out.

[0041] In order to more clearly demonstrate the vehicle bottoming prevention method provided in the embodiment of the present application, the application scenario of the vehicle bottoming prevention method provided in the embodiment of the present application is first introduced.

[0042] The vehicle bottoming prevention method provided in the embodiment of the present application is applied during vehicle driving. For example, when the vehicle is rushing down a slope, the front enclosure of the vehicle may bottom out, and when the vehicle is going down a curb, the rear overhang may bottom out, resulting in poor vehicle passability when rushing down a slope and going down a curb.

[0043] In one embodiment, referring to Figure 1 , Figure 1 FIG. 1 is a flow chart of an embodiment of a method for preventing vehicle bottoming out according to the present invention. Figure 1 As shown, the vehicle bottoming prevention method includes:

[0044] Step S10, obtaining the current travel of the vehicle suspension, determining a preset suspension travel, a preset compression rate and a preset extension rate, and determining a road surface height difference and a road surface slope.

[0045] In this embodiment, the current stroke of the vehicle suspension can be obtained through the vehicle suspension height sensor, and the preset suspension stroke, preset compression rate and preset extension rate can be determined for subsequent comparison with the current stroke of the vehicle suspension, the compression rate of the suspension and the extension rate of the suspension, as well as the road surface height difference and road surface slope of the current road surface for subsequent judgment of slope and curb conditions.

[0046] Step S20: If the current travel of the vehicle suspension is less than the preset suspension travel, or the compression rate of the vehicle suspension is greater than the preset compression rate, or the road height difference is greater than the preset height difference, or the road slope is greater than the preset slope, it is determined that the vehicle is in a slope condition.

[0047] In this embodiment, when the vehicle is rushing up the slope, the travel of the vehicle suspension will become smaller, and the compression rate of the vehicle suspension will become larger. The travel change data of the vehicle suspension can be used to know whether the suspension is currently in a compressed state or a stretched state, and the compression rate and stretching rate of the vehicle suspension can be further calculated. Therefore, the vehicle can be judged to be in a rushing up the slope condition by the current travel of the vehicle suspension being less than the preset suspension travel, or the compression rate of the vehicle suspension being greater than the preset compression rate. The road height difference of the current road surface is greater than the preset height difference, such as 80 cm, or the road surface slope of the current road surface is greater than the preset slope, such as 30 degrees, indicating that the vehicle is in a rushing up the slope condition. Furthermore, the road conditions can be obtained in real time through cameras and radars for auxiliary verification of the vehicle's rushing up the slope and the curb conditions, thereby improving the accuracy of the vehicle's rushing up the slope and the curb conditions.

[0048] Step S30: If the current travel of the vehicle suspension is greater than the preset limit suspension travel, or the stretching rate of the vehicle suspension is greater than the preset stretching rate, it is determined that the vehicle is in a lower curb condition.

[0049] In this embodiment, when the vehicle is at the lower curb, the tires of the vehicle will leave the ground and form a suspended state. Correspondingly, the travel of the vehicle suspension will become larger, and the stretching rate of the vehicle suspension will become larger. Therefore, it can be determined that the vehicle is in the lower curb condition by the current travel of the vehicle suspension being greater than the preset limit suspension travel, or the stretching rate of the vehicle suspension being greater than the preset stretching rate. The current travel of the vehicle suspension is greater than the preset limit suspension travel, indicating that the tires are off the ground and form a suspended state, and the vehicle is in the lower curb condition.

[0050] Step S40, when it is determined that the vehicle is in a slope-rushing or curb-falling condition, the damping force of the vehicle suspension shock absorber is increased.

[0051] In this embodiment, if it is determined that the current vehicle is in a condition of rushing up a slope or going down a curb, the damping force of the vehicle suspension shock absorber can be increased, thereby increasing the suspension's support capacity for the vehicle and increasing the ground clearance of the vehicle body, thereby improving the vehicle's passability when rushing up a slope or going down a curb, and effectively avoiding or reducing the occurrence of the vehicle body hitting the bottom.

[0052] In this embodiment, the current stroke of the vehicle suspension is obtained by the vehicle suspension height sensor, and the preset suspension stroke, preset compression rate and preset extension rate are further determined for subsequent comparison with the current stroke of the vehicle suspension, the compression rate of the suspension and the extension rate of the suspension, as well as the road surface height difference and road surface slope of the current road surface, for subsequent determination of the slope and curb conditions. After determining the current slope or curb condition of the vehicle, the damping force of the vehicle suspension shock absorber is increased, so as to improve the suspension's supporting capacity for the vehicle and increase the ground clearance of the vehicle body, thereby improving the vehicle's passability when slopeing or curbing, effectively avoiding or reducing the occurrence of the vehicle body bottoming out, and further improving the vehicle's driving quality.

[0053] Further, in one embodiment, referring to Figure 2 , Figure 2 for Figure 1 The detailed flow chart of step S10 is as follows: Figure 2 As shown, the determining of the preset suspension travel, the preset compression rate and the preset extension rate includes:

[0054] Step S101, constructing a vehicle kinematics model, wherein the vehicle kinematics model includes a corresponding relationship between vehicle speed, steering wheel angle, suspension travel, suspension compression rate, and suspension extension rate;

[0055] Step S102, according to the current vehicle speed and the current steering wheel angle, a preset suspension travel, a preset compression rate and a preset extension rate corresponding to the current vehicle speed and the current steering wheel angle are obtained through a vehicle kinematic model.

[0056] In this embodiment, data on the suspension stroke, suspension compression rate and suspension extension rate corresponding to different vehicle speeds and different steering wheel angles are obtained by collecting data from the actual vehicle or from the vehicle manufacturer, and with the help of ADAMS software (ADAMS is a widely used multi-body dynamics virtual prototype analysis software, with which users can very conveniently perform statics, kinematics and dynamics analysis on virtual mechanical systems), a vehicle kinematic model is constructed, and then the preset suspension stroke, preset compression rate and preset extension rate corresponding to the current vehicle speed and the current steering wheel angle are obtained through the current vehicle speed and the current steering wheel angle.

[0057] Furthermore, in one embodiment, determining the road surface height difference and the road surface slope includes:

[0058] The road surface height difference and road surface slope are obtained according to the change data of the vehicle speed and the tire vertical height in the first preset period.

[0059] In this embodiment, by collecting the change data of vehicle speed (vehicle's forward direction) and tire vertical height (vertical direction) within a certain time period, combining the time factor, the road surface profile is fitted, and the road surface height difference and road surface slope are further calculated, among which the change data of tire vertical height (vertical direction) can be obtained through the vehicle suspension height sensor.

[0060] Furthermore, in one embodiment, step S40 includes:

[0061] When it is determined that the vehicle is in a slope or curb condition, if the current vehicle speed is less than the preset speed, the damping force of the vehicle suspension shock absorber is increased.

[0062] In this embodiment, when the vehicle rushes over a slope and goes down a curb, the vehicle is usually in a low-speed condition. Therefore, the current speed of the vehicle should be limited to less than a preset speed, such as 10km / h, to avoid the false triggering of the anti-bottoming function when the vehicle is at a higher speed (that is, increasing the damping force of the vehicle's suspension shock absorber, improving the suspension's supporting capacity for the vehicle, and increasing the ground clearance of the vehicle body), which may affect the comfort and handling stability of the vehicle.

[0063] Further, in one embodiment, referring to Figure 3 , Figure 3 FIG. 1 is a flow chart of displacement distance detection in an embodiment of a vehicle bottoming prevention method of the present invention. Figure 3 As shown, after step S40, the following steps are included:

[0064] Step S50, detecting a vehicle displacement distance, wherein the vehicle displacement distance is the distance between the vehicle position when the vehicle enters a ramp or curb condition and the vehicle current position;

[0065] Step S60: If the displacement distance of the vehicle exceeds the preset displacement distance, the damping force of the vehicle suspension shock absorber is restored to a normal value.

[0066] In this embodiment, the displacement distance of the vehicle is detected in real time. The vehicle displacement distance is the distance between the current position of the vehicle and the 0 point, with the vehicle position when the vehicle enters the slope or curb condition as the 0 point. When the vehicle displacement distance exceeds the preset displacement distance, the preset displacement distance is, for example, 0.5 meters, indicating that the vehicle has completed the slope or curb, it is necessary to restore the damping force of the vehicle suspension shock absorber to the normal value. The normal value is the damping force value of the vehicle suspension shock absorber corresponding to the current vehicle speed and the current steering wheel angle after the increase control of the damping force of the vehicle suspension shock absorber is canceled.

[0067] Furthermore, in one embodiment, after step S40, the method further includes:

[0068] If it is detected that the reduction value of the vehicle suspension compression rate within the second preset period is greater than the preset reduction value, the damping force of the vehicle suspension shock absorber is restored to a normal value.

[0069] In this embodiment, the reduction value of the vehicle suspension compression rate within a certain time period is greater than a preset reduction value, such as 0.5 milliseconds within the preset period. That is, if within the 0.5 millisecond time period, it is detected that the vehicle suspension compression rate decreases too fast, that is, the compression process of the vehicle suspension is quickly and suddenly stopped, it means that at this time, the vehicle has bottomed out. In this case, the damping force of the vehicle suspension shock absorber needs to be restored to a normal value to avoid changes in the suspension rigidity and cause more serious body bottoming out.

[0070] Further, in one embodiment, referring to Figure 4 , Figure 4 FIG. 1 is a schematic diagram of a suspension height detection process of an embodiment of a vehicle bottoming prevention method of the present invention. Figure 4 As shown, after step S40, the following further includes:

[0071] Step S70, if it is detected that the suspension height growth rate is greater than the preset growth rate, or the difference between the current suspension height and the suspension height when unloaded is greater than the first preset difference, then the increase rate of the damping force of the vehicle suspension shock absorber is reduced;

[0072] Step S80: If it is detected that the difference between the current suspension height and the unloaded suspension height is greater than a second preset difference, the damping force of the vehicle suspension shock absorber is restored to a normal value, and the second preset difference is greater than the first preset difference.

[0073] In this embodiment, when increasing the damping force of the vehicle suspension shock absorber, it is also necessary to monitor the suspension height growth rate and the change of the current suspension height to prevent the suspension height from growing too fast or too high, so as to avoid the incorrect control of the damping force of the vehicle suspension shock absorber causing harm to the entire vehicle. The first preset difference is, for example, 10 mm, and the second preset difference is, for example, 20 mm.

[0074] In a second aspect, an embodiment of the present invention further provides a vehicle bottom-out prevention device.

[0075] Reference Figure 5 , Figure 5 It is a schematic diagram of functional modules of an embodiment of a vehicle bottom-out protection device of the present invention.

[0076] In this embodiment, the vehicle bottoming prevention device includes:

[0077] The acquisition module 10 is used to acquire the current travel of the vehicle suspension, determine the preset suspension travel, the preset compression rate and the preset extension rate, and determine the road surface height difference and road surface slope;

[0078] A first determination module 20 is used to determine that the vehicle is in a slope condition if the current travel of the vehicle suspension is less than a preset suspension travel, or the compression rate of the vehicle suspension is greater than a preset compression rate, or the road height difference is greater than a preset height difference, or the road slope is greater than a preset slope;

[0079] A second determination module 30 is used to determine that the vehicle is in a lower curb condition if the current travel of the vehicle suspension is greater than a preset limit suspension travel, or the extension rate of the vehicle suspension is greater than a preset extension rate;

[0080] The boost module 40 is used to increase the damping force of the vehicle suspension shock absorber when it is determined that the vehicle is in a slope-rushing or curb-falling condition.

[0081] Furthermore, in one embodiment, the acquisition module 10 is used to:

[0082] Constructing a vehicle kinematics model, wherein the vehicle kinematics model includes a corresponding relationship between vehicle speed, steering wheel angle, suspension travel, suspension compression rate, and suspension extension rate;

[0083] According to the current vehicle speed and the current steering wheel angle, a preset suspension travel, a preset compression rate and a preset extension rate corresponding to the current vehicle speed and the current steering wheel angle are obtained through a vehicle kinematic model.

[0084] Furthermore, in one embodiment, the acquisition module 10 is further used to:

[0085] The road surface height difference and road surface slope are obtained according to the change data of the vehicle speed and the tire vertical height in the first preset period.

[0086] Furthermore, in one embodiment, the lifting module 40 is used to:

[0087] When it is determined that the vehicle is in a slope or curb condition, if the current vehicle speed is less than the preset speed, the damping force of the vehicle suspension shock absorber is increased.

[0088] Furthermore, in one embodiment, the vehicle bottoming prevention device further includes a first detection module, which is used to:

[0089] Detecting a vehicle displacement distance, where the vehicle displacement distance is the distance between the vehicle position when the vehicle enters a ramp or curb condition and the vehicle current position;

[0090] If the vehicle displacement distance exceeds the preset displacement distance, the damping force of the vehicle suspension shock absorber is restored to a normal value.

[0091] Furthermore, in one embodiment, the vehicle bottoming prevention device further includes a second detection module, which is used to:

[0092] If it is detected that the reduction value of the vehicle suspension compression rate within the second preset period is greater than the preset reduction value, the damping force of the vehicle suspension shock absorber is restored to a normal value.

[0093] Furthermore, in one embodiment, the vehicle bottoming prevention device further includes a third detection module, which is used to:

[0094] If it is detected that the suspension height increase rate is greater than the preset increase rate, or the difference between the current suspension height and the suspension height when unloaded is greater than a first preset difference, then the increase rate of the damping force of the vehicle suspension shock absorber is reduced;

[0095] If it is detected that the difference between the current suspension height and the suspension height when unloaded is greater than a second preset difference, the damping force of the vehicle suspension shock absorber is restored to a normal value, and the second preset difference is greater than the first preset difference.

[0096] Among them, the functional implementation of each module in the above-mentioned vehicle anti-bottoming device corresponds to the various steps in the above-mentioned vehicle anti-bottoming method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0097] In a third aspect, an embodiment of the present invention provides a vehicle bottom-out prevention device.

[0098] Reference Figure 6 , Figure 6 The figure is a schematic diagram of the hardware structure of an embodiment of a vehicle anti-bottoming device of the present invention. In the embodiment of the present invention, the vehicle anti-bottoming device may include a processor 1001 (e.g., a central processing unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components; the user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard); the network interface 1004 may optionally include a standard wired interface, a wireless interface (such as a wireless fidelity WIreless-FIdelity, WI-FI interface); the memory 1005 may be a high-speed random access memory (random access memory, RAM), or a stable memory (non-volatile memory), such as a disk storage, and the memory 1005 may optionally be a storage device independent of the aforementioned processor 1001. Those skilled in the art will understand that Figure 6 The hardware structure shown in the figure does not constitute a limitation of the present invention, and may include more or less components than those shown in the figure, or combine certain components, or arrange the components differently.

[0099] Continue to refer to Figure 6 , Figure 6The memory 1005 as a computer storage medium may include an operating system, a network communication module, a user interface module, and a vehicle bottoming prevention program. The processor 1001 may call the vehicle bottoming prevention program stored in the memory 1005 and execute the vehicle bottoming prevention method provided in an embodiment of the present invention.

[0100] In a fourth aspect, an embodiment of the present invention further provides a readable storage medium.

[0101] A vehicle bottoming prevention program is stored on the readable storage medium of the present invention, wherein when the vehicle bottoming prevention program is executed by a processor, the steps of the vehicle bottoming prevention method as described above are implemented.

[0102] Among them, the method implemented when the vehicle bottoming prevention program is executed can refer to the various embodiments of the vehicle bottoming prevention method of the present invention, and will not be repeated here.

[0103] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0104] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0105] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present invention.

[0106] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A method for preventing a vehicle from bottoming out, characterized in that: The vehicle bottoming prevention method comprises: Obtaining the current travel of the vehicle suspension, determining a preset suspension travel, a preset compression rate and a preset extension rate, and determining a road surface height difference and a road surface slope; If the current travel of the vehicle suspension is less than the preset suspension travel, or the compression rate of the vehicle suspension is greater than the preset compression rate, or the road height difference is greater than the preset height difference, or the road slope is greater than the preset slope, it is determined that the vehicle is in a slope rushing condition; If the current travel of the vehicle suspension is greater than the preset limit suspension travel, or the extension rate of the vehicle suspension is greater than the preset extension rate, it is determined that the vehicle is in a lower curb condition; When it is determined that the vehicle is in a slope-rushing or curb-falling condition, the damping force of the vehicle suspension shock absorber is increased; If it is detected that the suspension height increase rate is greater than the preset increase rate, or the difference between the current suspension height and the suspension height when unloaded is greater than a first preset difference, then the increase rate of the damping force of the vehicle suspension shock absorber is reduced; If it is detected that the difference between the current suspension height and the suspension height when unloaded is greater than a second preset difference, the damping force of the vehicle suspension shock absorber is restored to a normal value, and the second preset difference is greater than the first preset difference.

2. The vehicle bottoming prevention method according to claim 1, characterized in that: Determining the preset suspension travel, the preset compression rate, and the preset extension rate includes: Constructing a vehicle kinematics model, wherein the vehicle kinematics model includes a corresponding relationship between vehicle speed, steering wheel angle, suspension travel, suspension compression rate, and suspension extension rate; According to the current vehicle speed and the current steering wheel angle, a preset suspension travel, a preset compression rate and a preset extension rate corresponding to the current vehicle speed and the current steering wheel angle are obtained through a vehicle kinematic model.

3. The vehicle bottoming prevention method according to claim 1, characterized in that: Determining the road surface height difference and the road surface slope includes: The road surface height difference and road surface slope are obtained according to the change data of the vehicle speed and the tire vertical height in the first preset period.

4. The vehicle bottoming prevention method according to claim 1, characterized in that: When it is determined that the vehicle is in a slope-rushing or curb-falling condition, increasing the damping force of the vehicle suspension shock absorber includes: When it is determined that the vehicle is in a slope or curb condition, if the current vehicle speed is less than the preset speed, the damping force of the vehicle suspension shock absorber is increased.

5. The vehicle bottoming prevention method according to claim 1, characterized in that: After the damping force of the vehicle suspension shock absorber is increased when it is determined that the vehicle is in a slope-rushing or curb-falling condition, the method further includes: Detecting a vehicle displacement distance, where the vehicle displacement distance is the distance between the vehicle position when the vehicle enters a ramp or curb condition and the vehicle current position; If the vehicle displacement distance exceeds the preset displacement distance, the damping force of the vehicle suspension shock absorber is restored to a normal value.

6. The vehicle bottoming prevention method according to claim 1, characterized in that: After increasing the damping force of the vehicle suspension shock absorber when it is determined that the vehicle is in a slope-rushing or curb-falling condition, the method further includes: If it is detected that the reduction value of the vehicle suspension compression rate within the second preset period is greater than the preset reduction value, the damping force of the vehicle suspension shock absorber is restored to a normal value.

7. A vehicle bottom-out prevention device, characterized in that: The vehicle bottoming prevention device comprises: An acquisition module, used to acquire the current travel of the vehicle suspension, determine a preset suspension travel, a preset compression rate and a preset extension rate, and determine a road surface height difference and a road surface slope; A first determination module is used to determine that the vehicle is in a slope running condition if the current travel of the vehicle suspension is less than a preset suspension travel, or the compression rate of the vehicle suspension is greater than a preset compression rate, or the road height difference is greater than a preset height difference, or the road slope is greater than a preset slope; A second determination module is used to determine that the vehicle is in a lower curb condition if the current travel of the vehicle suspension is greater than a preset limit suspension travel, or the extension rate of the vehicle suspension is greater than a preset extension rate; A boost module, used to increase the damping force of the vehicle suspension shock absorber when it is determined that the vehicle is in a slope-rushing or curb-falling condition; The vehicle bottom-out prevention device further includes a third detection module, which is used to: If it is detected that the suspension height increase rate is greater than the preset increase rate, or the difference between the current suspension height and the suspension height when unloaded is greater than a first preset difference, then the increase rate of the damping force of the vehicle suspension shock absorber is reduced; If it is detected that the difference between the current suspension height and the suspension height when unloaded is greater than a second preset difference, the damping force of the vehicle suspension shock absorber is restored to a normal value, and the second preset difference is greater than the first preset difference.

8. A vehicle bottom-out prevention device, characterized in that: The vehicle bottoming prevention device comprises a processor, a memory, and a vehicle bottoming prevention program stored in the memory and executable by the processor, wherein when the vehicle bottoming prevention program is executed by the processor, the steps of the vehicle bottoming prevention method as described in any one of claims 1 to 6 are implemented.

9. A readable storage medium, characterized in that: The readable storage medium stores a vehicle bottoming prevention program, wherein when the vehicle bottoming prevention program is executed by a processor, the steps of the vehicle bottoming prevention method according to any one of claims 1 to 6 are implemented.

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