Hydraulic suspension system, vehicle, vehicle control method and system

Abstract

The present invention discloses a hydraulic suspension system, a vehicle, a vehicle control method and a system. The hydraulic suspension system comprises: a front suspension, comprising a front suspension shock absorber; a rear suspension, comprising a rear suspension shock absorber; a central hydraulic cylinder, comprising a first chamber, a second chamber and a piston, wherein the first chamber is connected to the front suspension shock absorber, and the second chamber is connected to the rear suspension shock absorber. Under the action of the front suspension shock absorber or the rear suspension shock absorber, the piston makes the volume change of the first chamber and the second chamber consistent. The present invention arranges a central hydraulic cylinder in the hydraulic suspension system, and through the action of the front suspension shock absorber and the rear suspension shock absorber, the piston of the central hydraulic cylinder is driven to change the volume of the first chamber and the second chamber, thereby adjusting the flow direction of the oil in the oil circuit, changing the position of the piston in the front and rear suspension shock absorbers, and then adjusting the posture of the front or rear end of the vehicle, so as to achieve the adjustment of the pitch posture of the vehicle, such as reducing the head-up angle or the nod angle, thereby improving the driving comfort and safety.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a hydraulic suspension system, a vehicle, and a control method and system for the vehicle. Background Art

[0002] As we all know, during the driving process, under some special working conditions, the pitch posture of the vehicle body will change, thus causing serious body pitch phenomenon. For example, when the vehicle accelerates suddenly, due to the inertia of the vehicle, the front of the vehicle will be lifted up at a large angle, and too large a pitch angle will cause the tire adhesion to decrease, and may even affect the driver's field of vision, thus creating safety hazards and reducing driving safety; on the other hand, when the vehicle decelerates suddenly, due to the inertia of the vehicle, the front of the vehicle will be pressed down at a large angle, and too large a pitch angle will cause the passengers and the driver in the car to lean forward significantly, causing discomfort, thus reducing driving comfort. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0004] To this end, one object of the present invention is to propose a hydraulic suspension system, in which a central hydraulic cylinder is provided. Through the action of the front suspension shock absorber and the rear suspension shock absorber, the piston of the central hydraulic cylinder is driven to change the volume of the first chamber and the second chamber, thereby adjusting the flow direction of the oil in the oil circuit, changing the position of the piston in the front and rear suspension shock absorbers, and then adjusting the posture of the front or rear of the vehicle to achieve the adjustment of the vehicle's pitch posture, such as reducing the head-up angle or the nod angle, thereby improving driving comfort and safety.

[0005] To this end, a second object of the present invention is to provide a vehicle.

[0006] To this end, a third object of the present invention is to provide a vehicle control method.

[0007] To this end, a fourth object of the present invention is to provide a vehicle control system.

[0008] To this end, a fifth object of the present invention is to provide a vehicle.

[0009] To this end, a sixth object of the present invention is to provide a computer-readable storage medium.

[0010] To achieve the above-mentioned objectives, an embodiment of the first aspect of the present invention discloses a hydraulic suspension system, comprising: a front suspension, wherein the front suspension includes a front suspension shock absorber; a rear suspension, wherein the rear suspension includes a rear suspension shock absorber; a central hydraulic cylinder, wherein the central hydraulic cylinder includes a first chamber, a second chamber and a piston, wherein the first chamber is connected to the front suspension shock absorber, and the second chamber is connected to the rear suspension shock absorber, and under the action of the front suspension shock absorber or the rear suspension shock absorber, the piston makes the volume changes of the first chamber and the second chamber consistent.

[0011] According to the hydraulic suspension system of the embodiment of the present invention, a central hydraulic cylinder is arranged in the hydraulic suspension system, and through the action of the front suspension shock absorber and the rear suspension shock absorber, the piston of the central hydraulic cylinder is driven to change the volume of the first chamber and the second chamber, so as to adjust the flow direction of the oil in the oil circuit, change the position of the piston in the front and rear suspension shock absorbers, and then adjust the posture of the front or rear of the vehicle to achieve the adjustment of the pitch posture of the vehicle, such as reducing the head-up angle or the nod angle, avoiding the safety hazard caused by excessive head-up angle, and the discomfort of the occupants in the vehicle caused by excessive nod angle, thereby improving driving comfort and safety.

[0012] To achieve the above-mentioned objective, a second embodiment of the present invention discloses a vehicle, which includes the hydraulic suspension system described in the first embodiment of the present invention.

[0013] According to the vehicle of the embodiment of the present invention, a central hydraulic cylinder is arranged in the hydraulic suspension system. Through the action of the front suspension shock absorber and the rear suspension shock absorber, the piston of the central hydraulic cylinder is driven to change the volume of the first chamber and the second chamber, so as to adjust the flow direction of the oil in the oil circuit, change the position of the piston in the front and rear suspension shock absorbers, and then adjust the posture of the front or rear of the vehicle to achieve the adjustment of the pitch posture of the vehicle, such as reducing the head-up angle or the nod angle, avoiding the safety hazard caused by excessive head-up angle, and the discomfort of the occupants caused by excessive nod angle, thereby improving driving comfort and safety.

[0014] To achieve the above-mentioned purpose, the third aspect of the embodiment of the present invention discloses a vehicle control method, comprising the following steps: judging the driving condition of the vehicle; if the vehicle is in a rapid acceleration driving condition, obtaining the current height gear of the hydraulic suspension system, and according to the height gear, limiting the output torque of the motor of the vehicle, or controlling the hydraulic suspension system to reduce the head-up angle of the vehicle; if the vehicle is in a rapid deceleration driving condition, controlling the hydraulic suspension system to reduce the nod angle of the vehicle.

[0015] According to the vehicle control method of the embodiment of the present invention, when the vehicle is in a sudden acceleration driving condition, the current height gear of the hydraulic suspension system is obtained, and according to the height gear, the output torque of the motor of the vehicle is limited, or the hydraulic suspension system is controlled to reduce the head-up of the vehicle. Therefore, when the height gear of the hydraulic suspension system is too high, that is, the body posture is too high, the output torque of the motor is limited, and the vehicle is not allowed to accelerate suddenly, thereby preventing the danger caused by excessive head-up angle in the case of high body posture, thereby improving driving safety; or, when the height gear of the hydraulic suspension system is appropriate, that is, the body posture is normal, the sudden acceleration request is responded to, and the vehicle is allowed to accelerate suddenly, thereby ensuring the acceleration performance while reducing the head-up angle of the vehicle, avoiding the safety hazard caused by excessive head-up angle during sudden acceleration, thereby improving driving safety. When the vehicle is in a sudden deceleration driving condition, the hydraulic suspension system is controlled to reduce the nodding angle of the vehicle, avoiding discomfort to the occupants caused by excessive nodding angle, thereby improving driving comfort.

[0016] To achieve the above-mentioned purpose, the fourth aspect of the embodiment of the present invention discloses a vehicle control system, including: a processing module, used to determine the driving condition of the vehicle; a control module, used to obtain the current height gear of the hydraulic suspension system when the vehicle is in a rapid acceleration driving condition, and limit the output torque of the vehicle's motor according to the height gear, or control the hydraulic suspension system to reduce the vehicle's head-up angle; and, when the vehicle is in a rapid deceleration driving condition, control the hydraulic suspension system to reduce the vehicle's nod angle.

[0017] According to the control system of the vehicle of the embodiment of the present invention, when the vehicle is in a sudden acceleration driving condition, the height gear of the hydraulic suspension system is obtained, and according to the height gear, the output torque of the motor of the vehicle is limited, or the hydraulic suspension system is controlled to reduce the head-up of the vehicle. Thus, when the height gear of the hydraulic suspension system is too high, that is, the body posture is too high, the output torque of the motor is limited, and the vehicle is not allowed to accelerate suddenly, thereby preventing the danger caused by excessive head-up angle in the case of high body posture, thereby improving driving safety; or, when the height gear of the hydraulic suspension system is appropriate, that is, the body posture is normal, the sudden acceleration request is responded to, and the vehicle is allowed to accelerate suddenly, thereby ensuring the acceleration performance while reducing the head-up angle of the vehicle, avoiding the safety hazard caused by excessive head-up angle during sudden acceleration, thereby improving driving safety. When the vehicle is in a sudden deceleration driving condition, the hydraulic suspension system is controlled to reduce the nodding angle of the vehicle, avoiding discomfort to the occupants caused by excessive nodding angle, thereby improving driving comfort.

[0018] To achieve the above-mentioned purpose, a fifth embodiment of the present invention discloses a vehicle, which is provided with a vehicle control system as described in the fourth embodiment of the present invention.

[0019] According to the vehicle of the embodiment of the present invention, when the vehicle is in a sudden acceleration driving condition, the current height gear of the hydraulic suspension system is obtained, and according to the height gear, the output torque of the motor of the vehicle is limited, or the hydraulic suspension system is controlled to reduce the head-up of the vehicle. Thus, when the height gear of the hydraulic suspension system is too high, that is, the body posture is too high, the output torque of the motor is limited, and the vehicle is not allowed to accelerate suddenly, thereby preventing the danger caused by excessive head-up angle in the case of high body posture, thereby improving driving safety; or, when the height gear of the hydraulic suspension system is appropriate, that is, the body posture is normal, the sudden acceleration request can be responded to, and the vehicle can be allowed to accelerate suddenly, thereby ensuring the acceleration performance while reducing the head-up angle of the vehicle, avoiding the safety hazard caused by excessive head-up angle during sudden acceleration, thereby improving driving safety. When the vehicle is in a sudden deceleration driving condition, the hydraulic suspension system is controlled to reduce the nodding angle of the vehicle, avoiding discomfort to the occupants caused by excessive nodding angle, thereby improving driving comfort.

[0020] To achieve the above-mentioned purpose, the sixth aspect of the present invention discloses a computer-readable storage medium, on which a vehicle control program is stored. When the vehicle control program is executed by a processor, the vehicle control method as described in the third aspect of the present invention is implemented.

[0021] According to the computer-readable storage medium of the embodiment of the present invention, when the control program of the vehicle stored thereon is executed by the processor, the driving condition of the vehicle is judged, and when the vehicle is in a sudden acceleration driving condition, the height gear of the hydraulic suspension system is currently located, and according to the height gear, the output torque of the motor of the vehicle is limited, or the hydraulic suspension system is controlled to reduce the head-up of the vehicle, thereby, when the height gear of the hydraulic suspension system is too high, that is, the body posture is too high, the output torque of the motor is limited, and the vehicle is not allowed to accelerate suddenly, thereby preventing the danger caused by the excessive head-up angle in the case of high body posture, thereby improving driving safety; or, when the height gear of the hydraulic suspension system is appropriate, that is, the body posture is normal, the sudden acceleration request can be responded to, and the vehicle can be allowed to accelerate suddenly, thereby ensuring the acceleration performance while reducing the head-up angle of the vehicle, avoiding the safety hazard caused by the excessive head-up angle during sudden acceleration, thereby improving driving safety. When the vehicle is in a sudden deceleration driving condition, the hydraulic suspension system is controlled to reduce the nodding angle of the vehicle, avoiding the discomfort of the occupants caused by the excessive nodding angle, thereby improving driving comfort.

[0022] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0024] Figure 1 is a schematic structural diagram of a hydraulic suspension system according to an embodiment of the present invention;

[0025] Figure 2 is a structural schematic diagram of a hydraulic suspension system according to another embodiment of the present invention;

[0026] Figure 3 is a schematic diagram of the principle of reducing the nose-up angle of a hydraulic suspension system according to a specific embodiment of the present invention;

[0027] Figure 4 is a schematic diagram of the principle of reducing the nod angle of a hydraulic suspension system according to a specific embodiment of the present invention;

[0028] Figure 5 is a flow chart of a vehicle control method according to an embodiment of the present invention;

[0029] Figure 6 is a hardware architecture schematic diagram of a vehicle control method according to a specific embodiment of the present invention;

[0030] Figure 7 is a schematic diagram of a control flow under a rapid acceleration condition according to a specific embodiment of the present invention;

[0031] Figure 8 is a schematic diagram of a control flow under a rapid deceleration condition according to a specific embodiment of the present invention;

[0032] Fig. 9 1 is a schematic diagram of the structure of a control system of a vehicle according to an embodiment of the present invention.

[0033] Description of reference numerals:

[0034] 100-front suspension; 110-front suspension shock absorber; 111-front suspension left shock absorber; 112-front suspension right shock absorber; 113-front suspension left pressure relief chamber; 114-front suspension left second chamber; 115-front suspension left first chamber; 116-first stiffness control valve; 117-front suspension right pressure relief chamber; 118-front suspension right second chamber; 119-front suspension right first chamber; 120-second stiffness control valve; 200-rear suspension; 210-rear suspension shock absorber; 211-rear suspension left shock absorber; 212-rear suspension right shock absorber; 213-rear suspension left pressure relief chamber; 214-rear suspension left second chamber; 215-rear suspension left first chamber; 216-third stiffness control valve; 217-rear suspension right pressure relief Air chamber, 218-right second air chamber of rear suspension; 219-right first air chamber of rear suspension; 220-fourth stiffness control valve; 300-central hydraulic cylinder; 310-first chamber; 320-second chamber; 330-piston; 331-first piston part; 332-second piston part; 333-connecting part; 311-first sub-chamber; 312-second sub-chamber; 321-third sub-chamber; 322-fourth sub-chamber; 340-first elastic member; 350-second elastic member; 400-liquid storage device; 410-first height control valve; 500-oil pump; 510-second height control valve; 600-damping adjustment valve; 10000-vehicle control system; 1000-processing module; 2000-control module. DETAILED DESCRIPTION

[0035] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0036] Reference below Figure 1-Figure 9 A hydraulic suspension system, a vehicle, and a control method and system for the vehicle according to embodiments of the present invention are described.

[0037] Figure 1 1 is a schematic diagram of the structure of a hydraulic suspension system according to an embodiment of the present invention. The hydraulic suspension system can be applied to a vehicle.

[0038] like Figure 1 As shown, the hydraulic suspension system includes: a front suspension 100 , a rear suspension 200 and a central hydraulic cylinder 300 .

[0039] Specifically, the front suspension 100 includes a front suspension shock absorber 110 .

[0040] The rear suspension 200 includes a rear suspension shock absorber 210 .

[0041] It is understandable that the front suspension 100 is disposed between the front wheel and the vehicle body, and the front suspension shock absorber 110 is disposed close to the front wheel. The rear suspension 200 is disposed between the rear wheel and the vehicle body, and the rear suspension shock absorber 210 is disposed close to the rear wheel.

[0042] The central hydraulic cylinder 300 is connected to the front suspension shock absorber 110 and the rear suspension shock absorber 210, respectively. The central hydraulic cylinder 300 is, for example, disposed at the central position of the bottom of the vehicle body, and is connected to the front suspension shock absorber 110 and the rear suspension shock absorber 210, respectively, through pipelines, and oil can flow through the pipelines, thereby forming different oil circuits. Specifically, the central hydraulic cylinder 300 includes a first chamber 310, a second chamber 320, and a piston 330. The first chamber 310 is connected to the front suspension shock absorber 110, and the second chamber 320 is connected to the rear suspension shock absorber 210. Under the action of the front suspension shock absorber 110 or the rear suspension shock absorber 210, the piston 330 makes the volume changes of the first chamber 310 and the second chamber 320 consistent. That is, the front suspension shock absorber 110 or the rear suspension shock absorber 210 can drive the piston 330 to move, so that the volume of the first chamber 310 and the second chamber 320 changes, and the changes of the two are consistent. Therefore, the flow direction of the oil in the oil circuit can be adjusted, and the oil in the oil circuit can be squeezed into the front suspension shock absorber 110 or the rear suspension shock absorber 210, so as to change the position of the piston in the front and rear suspension shock absorbers, and then adjust the posture of the front or rear of the vehicle, so as to adjust the pitch posture of the vehicle, such as reducing the head angle or the nod angle, thereby improving driving comfort and safety.

[0043] Therefore, in the above-mentioned hydraulic suspension system, a central hydraulic cylinder 300 is arranged in the hydraulic suspension system, and through the action of the front suspension shock absorber 110 and the rear suspension shock absorber 210, the piston 330 of the central hydraulic cylinder 300 is driven to change the volume of the first chamber 310 and the second chamber 320, so as to adjust the flow direction of the oil in the oil circuit, change the position of the piston in the front and rear suspension shock absorbers, and then adjust the posture of the front or rear of the vehicle to achieve the adjustment of the pitch posture of the vehicle, such as reducing the head-up angle or the nod angle, avoiding the safety hazard caused by the excessive head-up angle, and the discomfort of the occupants caused by the excessive nod angle, thereby improving the driving comfort and safety.

[0044] In one embodiment of the present invention, Figure 2As shown, the piston 330 includes a first piston portion 331, a second piston portion 332 and a connecting portion 333. The first piston portion 331 and the second piston portion 332 are arranged in parallel, and the connecting portion 333 is connected between the first piston portion 331 and the second piston portion 332. The first piston portion 331 is arranged in the first chamber 310 to divide the first chamber 310 into a first sub-chamber 311 and a second sub-chamber 312. The second piston portion 332 is arranged in the second chamber 320 to divide the second chamber 320 into a third sub-chamber 321 and a fourth sub-chamber 322. The first sub-chamber 311 is located on a side of the first piston portion 331 away from the second piston portion 332, and the third sub-chamber 321 is located on a side of the second piston portion 332 close to the first piston portion 331. The first sub-chamber 311 is connected to the front suspension shock absorber 110, and the third sub-chamber 321 is connected to the rear suspension shock absorber 210. Specifically, under the action of the front suspension shock absorber 110 or the rear suspension shock absorber 210, the piston 330 is driven to move between the first chamber 310 and the second chamber 320 to adjust the flow direction of the oil between the first sub-chamber 311 and the front suspension shock absorber 110. Specifically, the first piston part 331 can move between the first sub-chamber 311 and the second sub-chamber 312, and the second piston part 332 can move between the third sub-chamber 321 and the fourth sub-chamber 322 to adjust the flow direction of the oil between the third sub-chamber 321 and the rear suspension shock absorber 210.

[0045] Furthermore, if Figure 2 As shown, a first elastic member 340 is provided between the first piston portion 331 and the end wall of the central hydraulic cylinder 300 to limit the movement of the first piston portion 331 according to the elasticity of the first elastic member 340, so as to prevent the first piston portion 331 from being tightly attached to the corresponding end wall of the central hydraulic cylinder 300, resulting in the inability of oil to enter the first sub-chamber 311 and to push the first piston portion 331 to move in the opposite direction; that is, by providing the first elastic member 340, space for accommodating oil can be reserved between the first piston portion 331 and the corresponding broken wall, thereby ensuring that the oil can enter the first sub-chamber 311, thereby pushing the first piston portion 331 to move in the opposite direction. A second elastic member 350 is provided between the second piston portion 332 and the end wall of the central hydraulic cylinder 300 to limit the movement of the second piston portion 332 according to the elasticity of the second elastic member 350, so as to prevent the second piston portion 332 from being tightly attached to the corresponding end wall of the central hydraulic cylinder 300, resulting in the inability of oil to enter the fourth sub-chamber 322 and to push the second piston portion 332 to move in the opposite direction; that is, by providing the second elastic member 350, space for accommodating oil can be reserved between the second piston portion 332 and the corresponding broken wall, thereby ensuring that the oil can enter the fourth sub-chamber 322, thereby pushing the second piston portion 332 to move in the opposite direction.

[0046] In one embodiment of the present invention, Figure 2As shown, the hydraulic suspension system further includes: a liquid storage device 400 and an oil pump 500. The oil pump 500 is connected between the liquid storage device 400 and the central hydraulic cylinder 300, and is respectively connected to the first sub-chamber 311, the second sub-chamber 312, the third sub-chamber 321 and the fourth sub-chamber 322. The oil stored in the liquid storage device 400 can be transferred to the first sub-chamber 311, the second sub-chamber 312, the third sub-chamber 321 and the fourth sub-chamber 322 through the oil pump 500. The oil can be transferred to the front suspension shock absorber 110 through the first sub-chamber 311, and vice versa, the oil can also flow back from the front suspension shock absorber 110 to the first sub-chamber 311; the oil can be transferred to the rear suspension shock absorber 210 through the third sub-chamber 321, and vice versa, the oil can also flow back from the rear suspension shock absorber 210 to the third sub-chamber 321. When the oil is delivered to the first sub-chamber 311 , the second sub-chamber 312 , the third sub-chamber 321 , and the fourth sub-chamber 322 , the front suspension shock absorber 110 and the rear suspension shock absorber 210 can be placed in a stable state.

[0047] Specifically, the liquid storage device 400 is, for example, an oil cylinder, in which oil is stored, and the oil pump 500 is used to provide the oil in the oil cylinder to the central hydraulic cylinder 300, and then the central hydraulic cylinder 300 provides the oil to the front suspension shock absorber 110 and the rear suspension shock absorber 210. Specifically, one end of the oil pump 500 extends into the oil cylinder, and the other end can be connected to the central hydraulic cylinder 300 through a pipeline. When the oil pump 500 is started, the oil is pumped out of the oil cylinder and transported to the central hydraulic cylinder 300, and then the central hydraulic cylinder 300 provides the oil to the front suspension shock absorber 110 and the rear suspension shock absorber 210.

[0048] Specifically, the central hydraulic cylinder 300 can adjust the pitch posture of the vehicle by outputting oil to the front suspension shock absorber 110 and the rear suspension shock absorber 210 or receiving oil output by the front suspension shock absorber 110 and the rear suspension shock absorber 210 through the first chamber 310 and the second chamber 320, such as reducing the head rise angle or the nod angle, thereby improving driving comfort and safety.

[0049] Specifically, when the oil in the central hydraulic cylinder 300 is output to the front suspension shock absorber 110 and the rear suspension shock absorber 210 respectively, the piston of the rear suspension shock absorber 210 is driven to move upward, so that the rear of the vehicle is lifted upward, and the vehicle's head-up angle is reduced; when the oil in the front suspension shock absorber 110 and the rear suspension shock absorber 210 flows to the central hydraulic cylinder 300, the piston of the rear suspension shock absorber 210 is driven to move downward, so that the rear of the vehicle is pressed down, and the vehicle's head-up angle is reduced. As a result, the vehicle tends to maintain a horizontal posture, thereby improving driving comfort and safety.

[0050] Specifically, combined Figure 2As shown, the first chamber 310 is the chamber on the right side of the central hydraulic cylinder 300, which is connected to the front suspension shock absorber 110; further, the first chamber 310 is divided by the first piston part 331 into a first sub-chamber 311 located on the right side thereof and a second sub-chamber 312 located on the left side thereof, and the first sub-chamber 311 is connected to the front suspension shock absorber 110. The second chamber 320 is the chamber on the left side of the central hydraulic cylinder 300, which is connected to the rear suspension shock absorber 210; further, the second chamber 320 is divided by the second piston part 332 into a third sub-chamber 321 located on the right side thereof and a fourth sub-chamber 322 located on the left side thereof, and the third sub-chamber 321 is connected to the rear suspension shock absorber 210. A piston 330 is disposed between the first chamber 310 and the second chamber 320. The piston 330 can move between the first chamber 310 and the second chamber 320. Thus, the oil in the first chamber 310 and the second chamber 320 can flow to the front and rear suspension shock absorbers correspondingly under the external force generated when the piston 330 moves. Specifically, the first piston part 331 is disposed in the first chamber 310 and can move between the first sub-chamber 311 and the second sub-chamber 312. The second piston part 332 is disposed in the second chamber 320 and can move between the third sub-chamber 321 and the fourth sub-chamber 322. The first piston part 331 and the second piston part 332 are connected by a connecting part 333 to achieve synchronous movement of the first piston part 331 and the second piston part 332, thereby ensuring that the volume changes of the first chamber and the second chamber are consistent. When the piston 330 moves in the direction of the first chamber 310 or the second chamber 320 , a pressure difference may be generated to push the oil in the first chamber 310 or the second chamber 320 to flow.

[0051] In one embodiment of the present invention, when the piston of the front suspension shock absorber 110 moves upward, the oil in the first chamber 310 flows to the front suspension shock absorber 110 through the first sub-chamber 311, causing the piston 330 to move toward the first sub-chamber 311, driving the oil in the third sub-chamber 321 to flow to the rear suspension shock absorber 210, pushing the piston of the rear suspension shock absorber 210 to move upward, lifting the rear end of the vehicle, thereby reducing the vehicle's head-up angle, avoiding safety hazards caused by excessive head-up angle, and improving driving safety.

[0052] In a specific embodiment, in combination Figure 3 As shown, for example, the front of the vehicle is lifted due to rapid acceleration, thereby driving the piston of the front suspension shock absorber 110 to move upward, and at this time, the wheel moves downward relative to the vehicle body, as shown in FIG. Figure 3Marked with middle arrow. As the piston of the front suspension shock absorber 110 moves upward, the oil flows from the central hydraulic cylinder 300 to the front suspension shock absorber 110, specifically, the oil in the first chamber 310 on the right side flows to the front suspension shock absorber 110 through its first sub-chamber 311. Due to the pressure difference between the left and right sides of the central hydraulic cylinder 300, the piston 330 of the central hydraulic cylinder 300 is pushed to the right. Then, the oil in the second chamber 320 on the left side of the central hydraulic cylinder 300 is pushed by pressure and flows into the rear suspension shock absorber 210 through its third sub-chamber 321, thereby pushing the piston of the rear suspension shock absorber 210 to move upward, so that the rear end of the vehicle is lifted upward, thereby reducing the head-up angle of the whole vehicle, that is, there is a tendency to keep the vehicle in a horizontal posture, thereby improving driving safety.

[0053] That is to say, under vehicle acceleration conditions, the hydraulic suspension system of the embodiment of the present invention can effectively reduce the head-up angle of the vehicle during acceleration, so that the vehicle can maintain a horizontal posture as much as possible, avoiding safety hazards caused by excessive head-up angle, thereby improving driving safety.

[0054] In one embodiment of the present invention, when the piston of the front suspension shock absorber 110 moves downward, the oil in the front suspension shock absorber 110 flows to the first sub-chamber 311, pushing the piston 330 to move in the direction of the fourth chamber 322, so that the volume of the third sub-chamber 321 increases and the pressure decreases, causing the oil in the rear suspension shock absorber 210 to flow to the third sub-chamber 321, thereby causing the piston of the rear suspension shock absorber 210 to move downward, thereby pressing down the rear end of the vehicle, thereby reducing the nodding angle of the vehicle, avoiding discomfort to the occupants of the vehicle due to an excessively large nodding angle, and thus improving driving comfort.

[0055] In a specific embodiment, in combination Figure 4 As shown, for example, the front of the vehicle is pressed down due to sudden deceleration or braking, thereby driving the piston of the front suspension shock absorber 110 to move downward, and the wheel moves upward relative to the vehicle body, as shown in FIG. Figure 4 Marked with arrow in the middle. As the piston of the front suspension shock absorber 110 moves downward, the oil is pressed from the front suspension shock absorber 110 to the central hydraulic cylinder 300, specifically, it flows from the front suspension shock absorber 110 to the first chamber 310 on the right side, specifically, it flows into the first sub-chamber 311. Due to the pressure difference between the left and right sides of the central hydraulic cylinder 300, the piston 330 of the central hydraulic cylinder 300 is pushed to the fourth sub-chamber 322, that is, to the left. Then, the space of the third sub-chamber 321 in the second chamber 320 on the left side of the central hydraulic cylinder 300 becomes larger, so that the oil is pressed from the rear suspension shock absorber 210 to the central hydraulic cylinder 300, specifically, it flows into the third sub-chamber 321, which causes the piston of the rear suspension shock absorber 210 to move downward, so that the rear end of the vehicle is pressed downward, and then the nodding angle of the whole vehicle is reduced, that is, there is a tendency to keep the vehicle in a horizontal posture, thereby improving driving comfort.

[0056] That is to say, under vehicle deceleration conditions, the hydraulic suspension system of the embodiment of the present invention can effectively reduce the nod angle of the vehicle during deceleration or braking, so that the vehicle can maintain a horizontal posture as much as possible, avoiding discomfort to occupants of the vehicle due to excessive nod angle, thereby improving driving comfort.

[0057] In one embodiment of the present invention, a damping regulating valve 600 is provided on the oil circuits connecting the central hydraulic cylinder 300 to the front suspension shock absorber 110 and the rear suspension shock absorber 210 respectively. By controlling the damping regulating valve 600, the damping of the front suspension shock absorber 110 and the rear suspension shock absorber 210 can be correspondingly increased, thereby helping to reduce the vehicle's head-up angle or nod angle, thereby improving driving safety and comfort.

[0058] In one embodiment of the present invention, the upper chambers of the front suspension shock absorber 110 and the rear suspension shock absorber 210 are gas chambers, and the hydraulic suspension system also includes a plurality of stiffness adjustment devices, which are arranged one-to-one with the front suspension shock absorber 110 and the rear suspension shock absorber 210, and the stiffness adjustment device includes a first adjustment air chamber, which is connected to the upper chamber of the shock absorber, and a regulating valve is arranged between the first adjustment air chamber and the upper chamber of the shock absorber, and the shock absorber is any one of the front suspension shock absorber and the rear suspension shock absorber.

[0059] Furthermore, the hydraulic suspension system also includes a second regulating air chamber, which is arranged between the regulating valve and the upper chamber of the shock absorber, and the shock absorber is any one of the front suspension shock absorber and the rear suspension shock absorber.

[0060] In one embodiment of the present invention, Figure 2 As shown, the front suspension shock absorber 110 includes a front suspension left shock absorber 111 and a front suspension right shock absorber 112, and the front suspension 100 also includes: a front suspension left pressure relief chamber 113 connected to the front suspension left shock absorber 111, and a front suspension right pressure relief chamber 117 connected to the front suspension right shock absorber 112. The rear suspension shock absorber 210 includes a rear suspension left shock absorber 211 and a rear suspension right shock absorber 212, and the rear suspension 200 also includes: a rear suspension left pressure relief chamber 213 connected to the rear suspension left shock absorber 211, and a rear suspension right pressure relief chamber 217 connected to the rear suspension right shock absorber 212. Correspondingly, there are multiple first regulating chambers, specifically including: a front suspension left first chamber 115, a front suspension right first chamber 119, a rear suspension left first chamber 215, and a rear suspension right first chamber 219. Correspondingly, there are multiple second regulating air chambers, specifically including: a front suspension left second air chamber 114, a front suspension right second air chamber 118, a rear suspension left second air chamber 214, and a suspension right second air chamber 218. Correspondingly, there are multiple regulating valves, specifically including: a first stiffness control valve 116, a second stiffness control valve 120, a third stiffness control valve 216, and a fourth stiffness control valve 220.

[0061] Among them, the left first air chamber 115 of the front suspension is connected to the left shock absorber 111 of the front suspension through the first stiffness control valve 116, and the connecting pipeline between the first stiffness control valve 116 and the left shock absorber 111 of the front suspension is also connected to the left pressure relief air chamber 113 of the front suspension and the left second air chamber 114 of the front suspension; the right first air chamber 119 of the front suspension is connected to the right shock absorber 112 of the front suspension through the second stiffness control valve 120, and the connecting pipeline between the second stiffness control valve 120 and the right shock absorber 112 of the front suspension is also connected to the right pressure relief air chamber 117 of the front suspension and the right second air chamber 118 of the front suspension. Among them, the left first air chamber 215 of the rear suspension is connected to the left shock absorber 211 of the rear suspension through the third stiffness control valve 216, and the connecting pipeline between the third stiffness control valve 216 and the left shock absorber 211 of the rear suspension is also connected to the left pressure relief air chamber 213 of the rear suspension and the left second air chamber 214 of the rear suspension; the right first air chamber 219 of the rear suspension is connected to the right shock absorber 212 of the rear suspension through the fourth stiffness control valve 220, and the connecting pipeline between the fourth stiffness control valve 220 and the right shock absorber 212 of the rear suspension is also connected to the right pressure relief air chamber 217 of the rear suspension and the right second air chamber 218 of the rear suspension.

[0062] Specifically, when the first stiffness control valve 116, the second stiffness control valve 120, the third stiffness control valve 216 and the fourth stiffness control valve 220 are opened, the left first air chamber 115 of the front suspension, the right first air chamber 119 of the front suspension, the left first air chamber 215 of the rear suspension and the right first air chamber 219 of the rear suspension are interconnected, and the total volume of the air chambers increases, thereby reducing the stiffness of the hydraulic suspension system, which is beneficial to improving the comfort of the vehicle.

[0063] When the first stiffness control valve 116, the second stiffness control valve 120, the third stiffness control valve 216 and the fourth stiffness control valve 220 are closed, the left first air chamber 115 of the front suspension, the right first air chamber 119 of the front suspension, the left first air chamber 215 of the rear suspension and the right first air chamber 219 of the rear suspension are not connected to each other, and the total volume of the air chambers is reduced. As a result, the stiffness of the hydraulic suspension system can be improved, which is beneficial to reduce the vehicle's head-up angle or nod angle, thereby improving driving safety and comfort.

[0064] In one embodiment of the present invention, Figure 2 As shown, the number of the aforementioned damping regulating valves 600 may be 4, which are respectively connected to the front suspension left shock absorber 111, the front suspension right shock absorber 112, the rear suspension left shock absorber 211 and the rear suspension right shock absorber 212, and are used to correspondingly adjust the damping of the front suspension left shock absorber 111, the front suspension right shock absorber 112, the rear suspension left shock absorber 211 and the rear suspension right shock absorber 212.

[0065] In one embodiment of the present invention, Figure 2As shown, the hydraulic suspension system further includes a first height control valve 410 and a second height control valve 510. The first height control valve 410 is connected to the liquid storage device 400, and is used to lower the height of the vehicle body posture by outputting the oil in the front suspension shock absorber 110 and the rear suspension shock absorber 210 to the liquid storage device 400. For example, when the first height control valve 410 is opened, the oil in the front suspension shock absorber 110 and the rear suspension shock absorber 210 flows back to the liquid storage device 400, thereby lowering the vehicle body posture. The second height control valve 510 is connected to the oil pump 500, and is used to increase the height of the vehicle body posture by controlling the amount of oil output by the oil pump 500 to the front suspension shock absorber 110 and the rear suspension shock absorber 210. For example, when the second height control valve 510 is opened, the oil pump 500 runs to pump the liquid in the liquid storage device 400 into the front suspension shock absorber 110 and the rear suspension shock absorber 210, thereby raising the vehicle body posture. That is, the height of the vehicle body posture can be adjusted by the first height control valve 410 and the second height control valve 510 .

[0066] According to the hydraulic suspension system of the embodiment of the present invention, a central hydraulic cylinder 300 is arranged in the hydraulic suspension system. Through the action of the front suspension shock absorber 110 and the rear suspension shock absorber 210, the piston 330 of the central hydraulic cylinder 300 is driven to change the volume of the first chamber 310 and the second chamber 320, so as to adjust the flow direction of the oil in the oil circuit, change the position of the piston in the front and rear suspension shock absorbers, and then adjust the posture of the front or rear of the vehicle to achieve the adjustment of the pitch posture of the vehicle, such as reducing the head-up angle or the nod angle, avoiding the safety hazard caused by the excessive head-up angle, and the discomfort of the occupants caused by the excessive nod angle, thereby improving the driving comfort and safety.

[0067] A further embodiment of the present invention provides a vehicle, which includes the hydraulic suspension system described in any one of the above embodiments of the present invention. When the vehicle accelerates suddenly and raises its head, the hydraulic suspension system will cause the rear suspension 200 to generate a corresponding lifting force, and the front suspension 100 to generate a downward force, thereby reducing the vehicle's head-up angle. When the vehicle decelerates suddenly or brakes to nod, the hydraulic suspension system will cause the rear suspension 200 to generate a corresponding downward force, and the front suspension 100 to generate a lifting force, thereby reducing the vehicle's nodding angle. In other words, under the condition of vehicle acceleration or deceleration, the use of the hydraulic suspension system can effectively reduce the vehicle's head-up angle or nodding angle.

[0068] According to the vehicle of the embodiment of the present invention, a central hydraulic cylinder 300 is arranged in the hydraulic suspension system. Through the action of the front suspension shock absorber 110 and the rear suspension shock absorber 210, the piston 330 of the central hydraulic cylinder 300 is driven to change the volume of the first chamber 310 and the second chamber 320, so as to adjust the flow direction of the oil in the oil circuit, change the position of the piston in the front and rear suspension shock absorbers, and then adjust the posture of the front or rear of the vehicle to achieve the adjustment of the pitch posture of the vehicle, such as reducing the head-up angle or the nod angle, avoiding the safety hazard caused by the excessive head-up angle, and the discomfort of the occupants caused by the excessive nod angle, thereby improving the driving comfort and safety.

[0069] A further embodiment of the present invention proposes a control method for a vehicle, which vehicle is, for example, the vehicle described in any one of the above embodiments of the present invention, that is, the vehicle includes a hydraulic suspension system as described in any one of the above embodiments of the present invention. For a detailed description of the hydraulic suspension system, please refer to the previous description of the hydraulic suspension system. To reduce redundancy, it will not be repeated here.

[0070] Figure 5 FIG. 1 is a flow chart of a vehicle control method according to an embodiment of the present invention. Figure 5 As shown, the vehicle control method comprises the following steps:

[0071] Step S1: Determine the driving condition of the vehicle.

[0072] In a specific embodiment, the driving condition of the vehicle includes, for example, a sudden acceleration driving condition, a sudden deceleration driving condition and a normal driving condition. The sudden acceleration driving condition corresponds to a situation where the vehicle is suddenly accelerated, the sudden deceleration driving condition corresponds to a situation where the vehicle is suddenly decelerated or braked, and the normal driving condition corresponds to a situation where the vehicle is neither in a sudden acceleration nor in a sudden deceleration driving condition, such as a situation where the vehicle is driving at a constant speed or is accelerating slowly or is decelerating slowly.

[0073] In a specific example, the driving condition of the vehicle can be determined by, but not limited to, obtaining the amount of change of the accelerator pedal or the amount of change of the brake pedal within a set time. For example, when it is detected that the accelerator pedal is stepped on, and the amount of change of the accelerator pedal (i.e., the depth of the accelerator pedal) within a specific time, such as the unit time, is greater than the preset threshold value of the amount of change of the accelerator pedal, it is determined that the vehicle is in a rapid acceleration condition. Or, when it is detected that the brake pedal is stepped on, and the amount of change of the brake pedal (i.e., the depth of the brake pedal) within a specific time, such as the unit time, is greater than the preset threshold value of the amount of change of the brake pedal, it is determined that the vehicle is in a rapid deceleration condition. If no accelerator pedal signal or accelerator pedal signal is detected; or if an accelerator pedal signal is detected, and at a specific time, such as the amount of change of the accelerator pedal within a unit time, is less than or equal to the preset threshold value of the amount of change of the accelerator pedal, it is determined that the vehicle is in a normal driving condition; or if a brake pedal signal is detected, and at a specific time, such as the amount of change of the brake pedal within a unit time, is less than or equal to the preset threshold value of the amount of change of the brake pedal, it is determined that the vehicle is in a normal driving condition.

[0074] Step S2: If the vehicle is in a rapid acceleration condition, the current height gear of the hydraulic suspension system is obtained, and according to the height gear, the output torque of the vehicle's motor is limited, or the hydraulic suspension system is controlled to reduce the vehicle's head-up angle.

[0075] Specifically, the height gear of the hydraulic suspension system represents the current height of the vehicle body posture. If the vehicle body posture is high, the vehicle's head-up angle will be larger under the condition of rapid acceleration, which is more likely to cause dangers such as vehicle tipping over or blocking the driver's line of sight, thereby greatly reducing driving safety. Therefore, rapid acceleration is not suitable at this time. Therefore, it is necessary to limit the output torque of the motor, limit the acceleration of the vehicle or not respond to the rapid acceleration condition, so that the vehicle's head-up angle is smaller, thereby improving driving safety. Alternatively, if the vehicle body posture is appropriate, it can respond to the rapid acceleration condition, that is, the output torque of the motor is not limited, the motor is controlled to operate normally, and during the rapid acceleration process, the hydraulic suspension system is controlled to reduce the vehicle's head-up angle, thereby improving driving safety while meeting the vehicle's dynamics.

[0076] Step S3: If the vehicle is in a sudden deceleration driving condition, the hydraulic suspension system is controlled to reduce the vehicle's nodding angle, thereby effectively avoiding the discomfort caused by the driver and passengers leaning forward due to inertia in the sudden deceleration driving condition, thereby improving driving comfort.

[0077] Thus, the above-mentioned vehicle control method obtains the current height gear of the hydraulic suspension system when the vehicle is in a sudden acceleration driving condition, and limits the output torque of the motor of the vehicle according to the height gear, or controls the hydraulic suspension system to reduce the head-up of the vehicle. Thus, when the height gear of the hydraulic suspension system is too high, that is, when the vehicle body posture is too high, the output torque of the motor is limited, and the vehicle is not allowed to accelerate suddenly, thereby preventing the danger caused by excessive head-up angle in the case of high body posture, thereby improving driving safety; or, when the height gear of the hydraulic suspension system is appropriate, that is, when the vehicle body posture is normal, responds to the sudden acceleration request and allows the vehicle to accelerate suddenly, thereby ensuring the acceleration performance while reducing the head-up angle of the vehicle, avoiding the safety hazard caused by excessive head-up angle during sudden acceleration, thereby improving driving safety. When the vehicle is in a sudden deceleration driving condition, the hydraulic suspension system is controlled to reduce the nodding angle of the vehicle, avoiding discomfort to the occupants caused by excessive nodding angle, thereby improving driving comfort.

[0078] In one embodiment of the present invention, in step S2, according to the height gear, limiting the output torque of the motor of the vehicle, or controlling the hydraulic suspension system to reduce the head-up angle of the vehicle, includes:

[0079] If the height gear is in the preset first gear, the output torque of the motor is controlled so that the output torque of the motor is less than the preset torque threshold; if the height gear is in the preset second gear, the first acceleration of the vehicle and the first stiffness value of the hydraulic suspension system under the rapid acceleration driving condition are obtained, and the head-up angle of the vehicle is determined according to the first acceleration and the first stiffness value; when the head-up angle reaches the preset head-up angle upper limit threshold, the stiffness adjustment device of the hydraulic suspension system is controlled to increase the stiffness of the hydraulic suspension system, for example, the first to fourth stiffness control valves of the hydraulic suspension system are controlled to be closed to increase the stiffness of the hydraulic suspension system; and the damping adjustment valve 600 of the hydraulic suspension system is further controlled to increase the damping of the front suspension shock absorber 110 and the rear suspension shock absorber 210 to reduce the head-up angle, wherein the height corresponding to the second gear is lower than the height corresponding to the second gear.

[0080] Among them, the first acceleration is the acceleration of the vehicle under the condition of rapid acceleration. The first acceleration can be calculated by the wheel speed or the accelerator pedal sensor signal (such as the accelerator pedal depth, etc.) transmitted by the ESP (Electronic Stability Program). For example, the first acceleration is calculated by the accelerator pedal depth, or the first acceleration is calculated by the wheel speed change rate. The first stiffness value is the stiffness of the hydraulic suspension system under the condition of rapid acceleration. It can be collected and obtained by the ECU (Electronic Control Unit) that controls the hydraulic suspension system. Specifically, the force condition of the hydraulic suspension system can be detected by the force sensor, and the displacement of the front and rear suspension shock absorbers can be detected by the displacement sensor. The ECU calculates the current stiffness value, that is, the first stiffness value, based on the detected force value and displacement. Specifically, the ECU uses the ratio of the detected force value and displacement as the first stiffness value. Therefore, the head-up angle of the vehicle at this time can be comprehensively calculated in combination with the first acceleration and the first stiffness value. The preset upper limit threshold of the head-up angle is, for example, 70% of the vehicle's preset upper limit of the head-up angle target. When the vehicle's head-up angle is greater than 70% of the upper limit of the head-up angle target, it is considered that the head-up angle is too large and may easily cause danger, and the head-up angle needs to be lowered.

[0081] Specifically, the first gear and the second gear are both pre-set height gears, which are used to indicate the height of the vehicle body posture. When the height gear of the hydraulic suspension system is in the first gear, the vehicle body posture is considered to be high. At this time, if the vehicle is accelerated suddenly, the vehicle head angle will be larger, which is more likely to cause danger. When the height gear of the hydraulic suspension system is in the second gear, the vehicle body posture is considered to be appropriate, such as at a standard height. At this time, it can respond to the sudden acceleration driving condition, and the acceleration performance of the vehicle needs to be met.

[0082] In a specific embodiment, the second height control valve 510 of the hydraulic suspension system is opened, and the oil pump 500 is running, and the oil in the liquid storage device 400 is output to the front suspension shock absorber 110 and the rear suspension shock absorber 210, so as to improve the body posture, that is, to improve the height of the whole vehicle. At this time, due to the increase in the body posture, the hydraulic suspension system selects the first gear, and the vehicle head angle is larger under the same acceleration, which is more prone to danger. Therefore, when the hydraulic suspension system is in the first gear, that is, when the body posture is higher, if it is detected that the vehicle is in a rapid acceleration driving condition, a control signal can be sent to the motor through the motor controller to limit the output torque of the motor, for example, to keep the output torque of the motor less than the preset torque threshold, so as to ensure that the acceleration of the vehicle is low, so that the vehicle head angle is smaller when the vehicle accelerates rapidly, so that the vehicle is in a safe driving state, and the driving safety is improved.

[0083] When the hydraulic suspension system is in the second gear, i.e. the standard gear, the vehicle body posture is appropriate. If the vehicle is in a normal driving condition at this time, the first to fourth stiffness control valves of the hydraulic suspension system are all opened, so that the left first air chamber 115 of the front suspension, the right first air chamber 119 of the front suspension, the left first air chamber 215 of the rear suspension and the right first air chamber 219 of the rear suspension are interconnected to reduce the stiffness of the hydraulic suspension system, thereby ensuring the comfort of the vehicle during normal driving. If the vehicle is in a rapid acceleration driving condition at this time, the wheel speed or accelerator pedal sensor signal transmitted by the ESP is judged, the first acceleration is calculated by the accelerator pedal depth, or the first acceleration is calculated by the wheel speed change rate, and the vehicle's head-up angle is calculated in combination with the first stiffness value of the hydraulic suspension system transmitted by the hydraulic suspension system ECU. When it is determined that the head-up angle reaches 70% of the head-up angle target upper limit set by the built-in logic, that is, the preset head-up angle upper limit threshold, the ECU outputs a control signal to the hydraulic suspension system, controls the hydraulic suspension system to simultaneously close the first to fourth stiffness control valves, so that the left first air chamber 115 of the front suspension, the right first air chamber 119 of the front suspension, the left first air chamber 215 of the rear suspension and the right first air chamber 219 of the rear suspension are not connected to each other. At this time, the total volume of the air chamber is reduced, and the stiffness of the hydraulic suspension system is increased to reduce the head-up angle of the vehicle. In addition, the damping of the left shock absorber 111 of the front suspension, the right shock absorber 112 of the front suspension, the left shock absorber 211 of the rear suspension and the right shock absorber 212 of the rear suspension are synchronously increased through the damping regulating valve 600 to further reduce the head-up angle of the vehicle. In this way, the problem of excessive head-up angle caused by rapid acceleration of the vehicle can be avoided, thereby improving driving safety.

[0084] In one embodiment of the present invention, after controlling the stiffness adjustment device of the hydraulic suspension system to increase the stiffness of the hydraulic suspension system, the method further comprises:

[0085] When it is determined that the stiffness of the adjusted hydraulic suspension system reaches the preset stiffness upper limit threshold, it is judged whether the current wheel speed change rate of the vehicle is greater than the wheel speed change rate upper limit threshold corresponding to the stiffness upper limit threshold; if so, the output torque of the motor is limited to maintain the vehicle at the current acceleration.

[0086] Specifically, the preset upper limit threshold of stiffness is a pre-set value, which is the maximum stiffness value of the hydraulic suspension system. The setting basis is, for example: the maximum stiffness value of the hydraulic suspension system is set so that the vehicle's head-up angle is still within a safe range when the vehicle is traveling at maximum acceleration. At this time, the motor still works normally to maintain the vehicle's dynamic performance. It is understandable that when the first stiffness value of the hydraulic suspension system is greater than the maximum stiffness value, the vehicle's head-up angle may not be maintained within a safe range, which may easily lead to an excessive head-up angle and cause danger.

[0087] Therefore, in the embodiment of the present invention, when the current stiffness of the hydraulic suspension system, i.e., the adjusted stiffness value of the hydraulic suspension system is at the maximum stiffness value, i.e., the stiffness upper limit threshold, the current wheel speed of the vehicle transmitted by the ESP is judged, and when it is judged that the wheel speed change rate is greater than the speed threshold corresponding to the maximum stiffness value of the hydraulic suspension system, i.e., the wheel speed change rate upper limit threshold, the output torque of the motor is limited to control the acceleration of the vehicle to stop increasing, for example, to maintain the current acceleration. In this way, it is possible to avoid the stiffness value of the hydraulic suspension system exceeding the maximum stiffness value, resulting in the vehicle's head-up angle being unable to be maintained within a safe range, resulting in an excessive head-up angle, which is prone to dangerous situations, thereby improving driving safety.

[0088] In one embodiment of the present invention, it is understood that the vehicle involved in the vehicle control method includes the hydraulic suspension system described above, and the hydraulic suspension system is provided with a central hydraulic cylinder 300, which can reduce the nose-up angle by outputting oil to the front suspension shock absorber 110 and the rear suspension shock absorber 210. In other words, under the condition of rapid acceleration, the hydraulic suspension system will also effectively reduce the nose-up angle of the vehicle. Figure 3 As shown, for example, when the vehicle accelerates rapidly, the front of the vehicle moves up, driving the piston of the front suspension shock absorber 110 to move up, and the wheels move downward relative to the vehicle body, as shown in FIG. Figure 3 The middle arrow indicates that as the piston of the front suspension shock absorber 110 moves upward, the oil flows from the central hydraulic cylinder 300 to the front suspension shock absorber 110. Due to the pressure difference between the left and right sides of the central hydraulic cylinder 300, the piston 330 of the central hydraulic cylinder 300 is pushed to the right, and then the oil in the second chamber 320 on the left side of the central hydraulic cylinder 300 is pressed into the rear suspension shock absorber 210, and then the piston of the rear suspension shock absorber 210 is pushed upward, driving the rear end of the vehicle to lift upward, so that the vehicle's head-up angle is reduced, that is, there is a tendency to keep the vehicle level.

[0089] In one embodiment of the present invention, in step S3, controlling the hydraulic suspension system to reduce the nod angle of the vehicle includes:

[0090] A second acceleration of the vehicle and a second stiffness value of the hydraulic suspension system under a sudden deceleration driving condition are obtained, and the nod angle of the vehicle is determined according to the first acceleration and the second stiffness value; when the nod angle reaches a preset upper threshold of the nod angle, the stiffness adjustment device of the hydraulic suspension system is controlled to increase the stiffness of the hydraulic suspension system, for example, the first to fourth stiffness control valves of the hydraulic suspension system are controlled to be closed to increase the stiffness of the hydraulic suspension system; and the damping adjustment valve 600 of the hydraulic suspension system is further controlled to increase the damping of the front suspension shock absorber 110 and the rear suspension shock absorber 210 to reduce the nod angle.

[0091] Among them, the second acceleration is the acceleration of the vehicle under the condition of rapid deceleration. The second acceleration can be calculated by the wheel speed or brake pedal sensor signal (such as brake pedal depth, etc.) transmitted by ESP. For example, the second acceleration is calculated by the brake pedal depth, or the second acceleration is calculated by the wheel speed change rate. The second stiffness value is the stiffness of the hydraulic suspension system under the condition of rapid deceleration. It can be collected and obtained by the ECU that controls the hydraulic suspension system. Specifically, the force condition of the hydraulic suspension system can be detected by the force sensor, and the displacement of the front and rear suspension shock absorbers can be detected by the displacement sensor. The ECU calculates the current stiffness value, that is, the second stiffness value, according to the detected force value and displacement. Specifically, the ECU uses the ratio of the detected force value and displacement as the second stiffness value. Therefore, the nod angle of the vehicle at this time can be comprehensively calculated by combining the second acceleration and the second stiffness value. The preset upper limit threshold of the nod angle is, for example, 70% of the upper limit of the nod angle target set by the vehicle. When the nod angle of the vehicle is greater than 70% of the upper limit of the nod angle target, it is considered that the nod angle is too large, which is easy to cause discomfort to the occupants of the vehicle, and the nod angle needs to be reduced.

[0092] When the hydraulic suspension system is in the second gear, i.e. the standard gear, the vehicle body posture is appropriate. If the vehicle is in a normal driving condition at this time, the first to fourth stiffness control valves of the hydraulic suspension system are all opened, so that the left first air chamber 115 of the front suspension, the right first air chamber 119 of the front suspension, the left first air chamber 215 of the rear suspension and the right first air chamber 219 of the rear suspension are interconnected to reduce the stiffness of the hydraulic suspension system, thereby ensuring the comfort of the vehicle during normal driving. If the vehicle is in a rapid deceleration driving condition at this time, the wheel speed or brake pedal sensor signal transmitted by the ESP is judged, the second acceleration is calculated by the brake pedal depth, or the second acceleration is calculated by the wheel speed change rate, and the vehicle's nod angle is calculated in combination with the second stiffness value of the hydraulic suspension system transmitted by the hydraulic suspension system ECU. When it is determined that the nodding angle reaches 70% of the upper limit of the nodding angle target set by the built-in logic, that is, the preset upper limit threshold of the nodding angle, the ECU outputs a control signal to the hydraulic suspension system, controls the hydraulic suspension system to simultaneously close the first to fourth stiffness control valves, so that the left first air chamber 115 of the front suspension, the right first air chamber 119 of the front suspension, the left first air chamber 215 of the rear suspension and the right first air chamber 219 of the rear suspension are not connected to each other. At this time, the total volume of the air chambers is reduced, and the stiffness of the hydraulic suspension system is increased to reduce the nodding angle of the vehicle. In addition, the damping of the left shock absorber 111 of the front suspension, the right shock absorber 112 of the front suspension, the left shock absorber 211 of the rear suspension and the right shock absorber 212 of the rear suspension are synchronously increased through the damping regulating valve 600 to further reduce the nodding angle of the vehicle. In this way, the problem of discomfort caused by the body of the occupant leaning forward due to the sudden deceleration of the vehicle can be avoided, thereby improving driving comfort.

[0093] In one embodiment of the present invention, it is understood that the vehicle involved in the vehicle control method includes the hydraulic suspension system described above, and the hydraulic suspension system is provided with a central hydraulic cylinder 300, which can reduce the nod angle by receiving the oil output by the front suspension shock absorber 110 and the rear suspension shock absorber 210. In other words, under the condition of rapid deceleration, the hydraulic suspension system will also effectively reduce the nod angle of the vehicle. Figure 4 As shown, for example, when the vehicle is decelerating suddenly, the vehicle brakes, the front of the vehicle is pressed down, driving the piston of the front suspension shock absorber 110 to move downward, and the wheel moves upward relative to the vehicle body, as shown in FIG. Figure 4 The middle arrow indicates that the piston of the front suspension shock absorber 110 moves downward, so that the oil is pressed from the front suspension shock absorber 110 to the central hydraulic cylinder 300. Due to the pressure difference between the left and right sides of the central hydraulic cylinder 300, the piston 330 of the central hydraulic cylinder 300 is pushed to the left, so that the space of the second chamber 320 on the left side of the central hydraulic cylinder 300 increases, so that the oil is pressed from the rear suspension shock absorber 210 to the central hydraulic cylinder 300, which in turn causes the piston of the rear suspension shock absorber 210 to move downward, driving the rear end of the vehicle to be pressed downward, so that the vehicle's nod angle is reduced, that is, there is a tendency to keep the vehicle level.

[0094] In one embodiment of the present invention, in step S1, after determining the driving condition of the vehicle, the following steps are further included:

[0095] If the vehicle is in a normal driving condition, the stiffness adjustment device of the hydraulic suspension system is controlled, for example, the first to fourth stiffness valves are controlled to open, so as to reduce the stiffness of the hydraulic suspension system, thereby improving driving comfort.

[0096] Specifically, that is, the vehicle has neither accelerated nor decelerated suddenly, and is considered to be in a normal driving condition, such as driving at a constant speed or slowly accelerating or decelerating. At this time, the vehicle body posture is normal, and the hydraulic suspension system is in a standard gear position. The first to fourth stiffness control valves of the hydraulic suspension system are all opened, so that the left first air chamber 115 of the front suspension, the right first air chamber 119 of the front suspension, the left first air chamber 215 of the rear suspension, and the right first air chamber 219 of the rear suspension are interconnected to reduce the stiffness of the hydraulic suspension system, thereby ensuring the comfort of the vehicle during normal driving.

[0097] To facilitate a better understanding of the present invention, the vehicle control method is described in detail below in conjunction with specific embodiments.

[0098] In this embodiment, a hardware architecture involved in implementing the vehicle control method is as follows: Figure 6 As shown, it may specifically include: ESP, the hydraulic suspension system as mentioned above, an ECU that controls the hydraulic suspension system, an accelerator pedal sensor, a brake pedal sensor, a judgment processor and a motor controller, etc.

[0099] Among them, the accelerator pedal sensor can collect accelerator pedal signals, such as accelerator pedal depth, etc., so that the processor can judge whether the vehicle is in a sudden acceleration driving condition based on this. The brake pedal sensor can collect brake pedal signals, such as brake pedal depth, etc., so that the processor can judge whether the vehicle is in a sudden deceleration driving condition based on this. The motor controller is used to output a control signal to the motor to control the output torque of the motor.

[0100] Specifically, combined Figure 7 As shown, when the hydraulic suspension system selects the first gear, i.e., the high gear, the second height control valve 510 is opened, the oil pump 500 is running, and the liquid in the liquid storage device 400 is pumped into the front suspension shock absorber 110 and the rear suspension shock absorber 210 to raise the body posture. At this time, the body posture is raised, and the head-up angle is larger under the same acceleration, and it is more likely to be dangerous. Therefore, when the hydraulic suspension system is in the high gear, after the judgment processor receives the signal of the accelerator pedal sensor, it will judge through the set logic, and then send a control signal to the motor controller to limit the output torque of the motor, such as keeping the output torque of the motor less than the preset torque threshold to ensure low acceleration, so that the acceleration head-up angle of the whole vehicle is small, and the vehicle is in a safe driving state. That is to say, when the judgment processor receives the information that the body posture is high and the accelerator pedal is stepped on suddenly at the same time, it sends a control instruction to the motor controller, and the motor controller limits the output torque of the motor to reduce the output torque of the motor, does not allow the vehicle to accelerate suddenly at a high posture, and prevents the acceleration head-up angle from being too large at a high posture and causing danger, thereby improving driving safety.

[0101] Combination Figure 7As shown, when the hydraulic suspension system is in the second gear, i.e. the standard gear, the vehicle body posture is in the standard state, i.e. the vehicle body posture is appropriate, the first to fourth stiffness control valves are all opened, and the corresponding left first air chamber 115 of the front suspension, the right first air chamber 119 of the front suspension, the left first air chamber 215 of the rear suspension and the right first air chamber 219 of the rear suspension are connected. At this time, the stiffness of the hydraulic suspension system is low, thereby ensuring the comfort of the vehicle during normal driving. At this time, after the judgment processor receives the signal of the accelerator pedal sensor, it will judge the wheel speed and the signal of the accelerator pedal sensor transmitted by the ESP, calculate the vehicle acceleration, i.e. the first acceleration, through the accelerator pedal depth, or calculate the first acceleration of the vehicle through the wheel speed change rate, and then calculate the vehicle's head-up angle in combination with the hydraulic suspension stiffness (i.e. the first stiffness value) transmitted by the hydraulic suspension system ECU. When the judgment processor determines that the vehicle's head-up angle reaches 70% of the head-up angle target upper limit set by the built-in logic, the ECU outputs a control signal to the hydraulic suspension system and simultaneously closes the first to fourth stiffness control valves, so that the left first air chamber 115 of the front suspension, the right first air chamber 119 of the front suspension, the left first air chamber 215 of the rear suspension and the right first air chamber 219 of the rear suspension are not connected to each other, so that the total volume of the air chambers is reduced to increase the stiffness of the hydraulic suspension system, and the damping of the left shock absorber 111 of the front suspension, the right shock absorber 112 of the front suspension, the left shock absorber 211 of the rear suspension, and the right shock absorber 212 of the rear suspension are synchronously increased through the damping adjustment valve 600 to reduce the vehicle's head-up angle. Among them, setting the maximum stiffness value of the hydraulic suspension system can keep the vehicle's head-up angle within a safe range when the vehicle is running at maximum acceleration. At this time, the judgment processor does not send a signal to control the speed to the motor controller, so that the motor maintains normal operation, thereby maintaining the vehicle's power performance. That is to say, when the judgment processor receives information that the vehicle body posture is standard and the accelerator pedal is pressed suddenly at the same time, it will not send a control instruction to the motor controller, that is, it will not limit the output torque of the motor, thereby ensuring the acceleration performance of the vehicle. Further, when the vehicle body posture is standard and the accelerator pedal is pressed suddenly, the vehicle speed, and the stiffness information of the hydraulic suspension system are received at the same time, the judgment processor will calculate the acceleration of the vehicle under the sudden acceleration driving condition according to the current wheel speed change rate or the accelerator pedal depth, and make a judgment in combination with the first stiffness value of the hydraulic suspension system, calculate the vehicle's head-up angle, and when the head-up angle reaches 70% of the target upper limit of the head-up angle, increase the stiffness of the hydraulic suspension system, and increase the damping of the front suspension shock absorber 110 and the rear suspension shock absorber 210 to reduce the vehicle's head-up angle. When the information that the accelerator pedal and the brake pedal are not pressed suddenly is not received, the judgment processor will not increase the stiffness of the hydraulic suspension system, thereby ensuring the comfort of the vehicle during normal driving.

[0102] When the hydraulic suspension system is at its maximum stiffness value, that is, the adjusted first stiffness value reaches the maximum stiffness value, the judgment processor will judge the wheel speed transmitted by ESP through the set logic. When it is judged that the wheel speed change rate is greater than the speed threshold corresponding to the maximum stiffness value of the hydraulic suspension system, it will begin to limit the output torque of the motor, such as controlling the acceleration of the entire vehicle to no longer increase and maintain the current acceleration.

[0103] At the same time, under rapid acceleration conditions, the hydraulic suspension system will also contribute to reducing the head-up angle. Figure 3 As shown in FIG. 1 , when the vehicle accelerates suddenly, the front of the vehicle moves up, driving the piston of the front suspension shock absorber 110 to move up, and the wheels move downward relative to the vehicle body, as shown in FIG. Figure 3 The middle arrow indicates that as the piston of the front suspension shock absorber 110 moves upward, the oil flows from the central hydraulic cylinder 300 to the front suspension shock absorber 110. Due to the pressure difference between the left and right sides of the central hydraulic cylinder 300, the piston 330 of the central hydraulic cylinder 300 is pushed to the right, and then the oil in the second chamber 320 on the left side of the central hydraulic cylinder 300 is pressed into the rear suspension shock absorber 210, and then the piston of the rear suspension shock absorber 210 is pushed upward, driving the rear end of the vehicle to lift upward, so that the vehicle's head-up angle is reduced, that is, there is a tendency to keep the vehicle level.

[0104] Combination Figure 8As shown, for the sudden deceleration driving condition, when the hydraulic suspension system is in the standard gear position, the vehicle body posture is in the standard state, that is, the vehicle body posture is appropriate, the first to fourth stiffness control valves are all opened, and the corresponding front suspension left first air chamber 115, front suspension right first air chamber 119, rear suspension left first air chamber 215 and rear suspension right first air chamber 219 are connected. At this time, the hydraulic suspension system stiffness is low, thereby ensuring the comfort of the vehicle during normal driving. At this time, after the judgment processor receives the signal of the brake pedal sensor, it will judge the wheel speed and the brake pedal sensor signal transmitted by the ESP, calculate the vehicle acceleration through the brake pedal depth, that is, the second acceleration, or calculate the vehicle's second acceleration through the wheel speed change rate, and then calculate the vehicle's nod angle in combination with the hydraulic suspension stiffness (that is, the second stiffness value) transmitted by the hydraulic suspension system ECU. When the processor determines that the nodding angle of the whole vehicle reaches 70% of the target upper limit of the nodding angle set by the built-in logic, the ECU outputs a control signal to the hydraulic suspension system and simultaneously closes the first to fourth stiffness control valves, so that the left first air chamber 115 of the front suspension, the right first air chamber 119 of the front suspension, the left first air chamber 215 of the rear suspension and the right first air chamber 219 of the rear suspension are not connected to each other, so that the total volume of the air chambers is reduced to increase the stiffness of the hydraulic suspension system, and the damping of the left shock absorber 111 of the front suspension, the right shock absorber 112 of the front suspension, the left shock absorber 211 of the rear suspension and the right shock absorber 212 of the rear suspension are synchronously increased or decreased through the damping adjusting valve 600 to reduce the nodding angle of the vehicle. That is to say, when the judgment processor receives the information of sudden braking pedal, wheel speed, and stiffness of the hydraulic suspension system at the same time, the judgment processor will calculate the acceleration of the vehicle under sudden deceleration driving conditions according to the current wheel speed change rate or brake pedal depth, and make a judgment based on the second stiffness value of the hydraulic suspension system to calculate the vehicle nod angle. When the nod angle reaches 70% of the target upper limit of the nod angle, the stiffness of the hydraulic suspension system is increased, and the damping of the front suspension shock absorber 110 and the rear suspension shock absorber 210 is increased to reduce the vehicle nod angle.

[0105] At the same time, the hydraulic suspension system will also contribute to reducing the nodal angle under rapid deceleration conditions. Figure 4 As shown, when the vehicle decelerates suddenly, the front of the vehicle is pressed down due to braking, driving the piston of the front suspension shock absorber 110 to move downward, and the wheel moves upward relative to the vehicle body, as shown in FIG. Figure 4The middle arrow indicates that the piston of the front suspension shock absorber 110 moves downward, so that the oil is pressed from the front suspension shock absorber 110 to the central hydraulic cylinder 300. Due to the pressure difference between the left and right sides of the central hydraulic cylinder 300, the piston 330 of the central hydraulic cylinder 300 is pushed to the left, so that the space of the second chamber 320 on the left side of the central hydraulic cylinder 300 increases, so that the oil is pressed from the rear suspension shock absorber 210 to the central hydraulic cylinder 300, which in turn causes the piston of the rear suspension shock absorber 210 to move downward, driving the rear end of the vehicle to be pressed downward, so that the vehicle's nod angle is reduced, that is, there is a tendency to keep the vehicle level.

[0106] In this embodiment, it can be seen that the judgment processor achieves the purpose of preventing the vehicle from having an excessive nose-up angle during rapid acceleration or an excessive nose-down angle during rapid deceleration by jointly controlling the hydraulic suspension system and the motor, and the control logic of the judgment processor is simple and easy to implement. That is, when the vehicle control method is implemented, the control process is simple and easy to implement.

[0107] In summary, the control method of the vehicle according to the embodiment of the present invention can effectively prevent the dangerous phenomenon of excessive vehicle head-up angle or excessive vehicle nodding angle when the vehicle is in a sudden acceleration or sudden deceleration condition by jointly controlling the motor and the hydraulic suspension system, thereby effectively avoiding the dangerous consequences of reduced tire adhesion and limited driver's field of vision due to excessive head-up angle, or the discomfort of passengers and drivers due to excessive nodding angle, thereby improving driving safety and comfort. When the judgment processor receives the accelerator pedal depth signal monitored by the accelerator pedal sensor, if it is judged that it is in a sudden acceleration condition at this time, the height gear of the hydraulic suspension system is judged. If the gear of the hydraulic suspension system is high, a signal will be transmitted to the motor controller to control the output torque of the motor to be in a lower range, that is, rapid acceleration is not allowed when the vehicle body posture is high. If the gear of the hydraulic suspension system is standard, a signal will be transmitted to the hydraulic suspension system to improve the stiffness of the hydraulic suspension system, control the head-up angle of the vehicle in a smaller range during sudden acceleration, and avoid the occurrence of dangerous situations caused by excessive head-up angle, thereby improving driving safety. When the processor determines that it has received the brake signal monitored by the brake pedal sensor, it will transmit a signal to the hydraulic suspension system to increase the stiffness of the hydraulic suspension system and control the nodding angle of the vehicle during sudden deceleration within a smaller range, thereby avoiding discomfort to the occupants caused by excessive nodding angle, thereby improving driving comfort.

[0108] According to the vehicle control method of the embodiment of the present invention, when the vehicle is in a sudden acceleration driving condition, the current height gear of the hydraulic suspension system is obtained, and according to the height gear, the output torque of the motor of the vehicle is limited, or the hydraulic suspension system is controlled to reduce the head-up of the vehicle. Therefore, when the height gear of the hydraulic suspension system is too high, that is, the body posture is too high, the output torque of the motor is limited, and the vehicle is not allowed to accelerate suddenly, thereby preventing the danger caused by excessive head-up angle in the case of high body posture, thereby improving driving safety; or, when the height gear of the hydraulic suspension system is appropriate, that is, the body posture is normal, the sudden acceleration request is responded to, and the vehicle is allowed to accelerate suddenly, thereby ensuring the acceleration performance while reducing the head-up angle of the vehicle, avoiding the safety hazard caused by excessive head-up angle during sudden acceleration, thereby improving driving safety. When the vehicle is in a sudden deceleration driving condition, the hydraulic suspension system is controlled to reduce the nodding angle of the vehicle, avoiding discomfort to the occupants caused by excessive nodding angle, thereby improving driving comfort.

[0109] A further embodiment of the present invention provides a control system for a vehicle. The vehicle is, for example, the vehicle described in any one of the above embodiments of the present invention, that is, the vehicle includes a hydraulic suspension system as described in any one of the above embodiments of the present invention. For a detailed description of the hydraulic suspension system, please refer to the description of the hydraulic suspension system above, which will not be repeated here to reduce redundancy.

[0110] Fig. 9 FIG. 1 is a schematic diagram of a control system for a vehicle according to an embodiment of the present invention. Figure 8 As shown, the control system 10000 of the vehicle includes: a processing module 1000 and a control module 2000 .

[0111] The processing module 1000 is used to determine the driving condition of the vehicle.

[0112] The control module 2000 is used to obtain the current height gear of the hydraulic suspension system when the vehicle is in a sudden acceleration condition, and limit the output torque of the vehicle's motor according to the height gear, or control the hydraulic suspension system to reduce the vehicle's head-up angle; and, when the vehicle is in a sudden deceleration condition, control the hydraulic suspension system to reduce the vehicle's nod angle.

[0113] In one embodiment of the present invention, the process in which the control module 2000 limits the output torque of the motor of the vehicle or controls the hydraulic suspension system to reduce the head-up angle of the vehicle according to the height gear position includes:

[0114] If the height gear is in the preset first gear, the output torque of the motor is controlled so that the output torque of the motor is less than the preset torque threshold; if the height gear is in the preset second gear, the first acceleration of the vehicle and the first stiffness value of the hydraulic suspension system under the rapid acceleration driving condition are obtained, and the head-up angle of the vehicle is determined according to the first acceleration and the first stiffness value; when the head-up angle reaches the preset head-up angle upper limit threshold, the stiffness adjustment device of the hydraulic suspension system is controlled to increase the stiffness of the hydraulic suspension system, and the damping adjustment valve 600 of the hydraulic suspension system is controlled to increase the damping of the front suspension shock absorber 110 and the rear suspension shock absorber 210 to reduce the head-up angle. Wherein, the height corresponding to the second gear is lower than the height corresponding to the second gear.

[0115] In one embodiment of the present invention, after controlling the stiffness adjustment device of the hydraulic suspension system to increase the stiffness of the hydraulic suspension system, the control module 2000 is further configured to:

[0116] When it is determined that the stiffness of the adjusted hydraulic suspension system reaches the preset stiffness upper limit threshold, it is determined whether the current wheel speed change rate of the vehicle is greater than the wheel speed change rate upper limit threshold corresponding to the stiffness upper limit threshold; if so, the output torque of the motor is limited to maintain the vehicle at the current acceleration.

[0117] In one embodiment of the present invention, the process of the control module 2000 controlling the hydraulic suspension system to reduce the nod angle of the vehicle includes:

[0118] A second acceleration of the vehicle and a second stiffness value of the hydraulic suspension system under a sudden deceleration driving condition are obtained, and the nod angle of the vehicle is determined according to the first acceleration and the second stiffness value; when the nod angle reaches a preset upper threshold value of the nod angle, the stiffness adjusting device of the hydraulic suspension system is controlled to increase the stiffness of the hydraulic suspension system, and the damping adjusting valve 600 of the hydraulic suspension system is adjusted to increase the damping of the front suspension shock absorber 110 and the rear suspension shock absorber 210 to reduce the nod angle.

[0119] In one embodiment of the present invention, the control module 2000 is further configured to control the stiffness adjustment device of the hydraulic suspension system to reduce the stiffness of the hydraulic suspension system when the judgment module 1000 judges that the vehicle is in a normal driving condition.

[0120] It should be noted that when controlling the vehicle, the specific implementation method of the control system 10000 of the vehicle is similar to the specific implementation method of the vehicle control method of any one of the above-mentioned embodiments of the present invention. Therefore, for a detailed exemplary description of the control system 10000 of the vehicle, please refer to the relevant description part of the aforementioned vehicle control method. In order to reduce redundancy, it will not be repeated here.

[0121] According to the vehicle control system 10000 of the embodiment of the present invention, when the vehicle is in a sudden acceleration driving condition, the current height gear of the hydraulic suspension system is obtained, and according to the height gear, the output torque of the motor of the vehicle is limited, or the hydraulic suspension system is controlled to reduce the head-up of the vehicle. Thus, when the height gear of the hydraulic suspension system is too high, that is, the body posture is too high, the output torque of the motor is limited, and the vehicle is not allowed to accelerate suddenly, thereby preventing the danger caused by the excessive head-up angle in the case of high body posture, thereby improving driving safety; or, when the height gear of the hydraulic suspension system is appropriate, that is, the body posture is normal, the sudden acceleration request can be responded to, and the vehicle can be allowed to accelerate suddenly, thereby ensuring the acceleration performance while reducing the head-up angle of the vehicle, avoiding the safety hazard caused by the excessive head-up angle during sudden acceleration, thereby improving driving safety. When the vehicle is in a sudden deceleration driving condition, the hydraulic suspension system is controlled to reduce the nodding angle of the vehicle, avoiding the discomfort of the occupants caused by the excessive nodding angle, thereby improving driving comfort.

[0122] A further embodiment of the present invention also discloses a vehicle, which is provided with a vehicle control system 10000 as described in any one of the above embodiments of the present invention.

[0123] It should be noted that when the vehicle of the embodiment of the present invention performs body pitch posture control, its specific implementation method is similar to the specific implementation method of the control system 10000 of the vehicle of any one of the above-mentioned embodiments of the present invention. Therefore, for a more detailed description of the vehicle, please refer to the aforementioned relevant description part of the vehicle control system 10000. In order to reduce redundancy, it will not be repeated here.

[0124] According to the vehicle of the embodiment of the present invention, when the vehicle is in a sudden acceleration driving condition, the current height gear of the hydraulic suspension system is obtained, and according to the height gear, the output torque of the motor of the vehicle is limited, or the hydraulic suspension system is controlled to reduce the head-up of the vehicle. Thus, when the height gear of the hydraulic suspension system is too high, that is, the body posture is too high, the output torque of the motor is limited, and the vehicle is not allowed to accelerate suddenly, thereby preventing the danger caused by excessive head-up angle in the case of high body posture, thereby improving driving safety; or, when the height gear of the hydraulic suspension system is appropriate, that is, the body posture is normal, the sudden acceleration request can be responded to, and the vehicle can be allowed to accelerate suddenly, thereby ensuring the acceleration performance while reducing the head-up angle of the vehicle, avoiding the safety hazard caused by excessive head-up angle during sudden acceleration, thereby improving driving safety. When the vehicle is in a sudden deceleration driving condition, the hydraulic suspension system is controlled to reduce the nodding angle of the vehicle, avoiding discomfort to the occupants caused by excessive nodding angle, thereby improving driving comfort.

[0125] A further embodiment of the present invention also discloses a computer-readable storage medium, on which a vehicle control program is stored. When the vehicle control program is executed by a processor, the vehicle control method described in any one of the above embodiments of the present invention is implemented.

[0126] According to the computer-readable storage medium of the embodiment of the present invention, when the control program of the vehicle stored thereon is executed by the processor, the driving condition of the vehicle is judged, and when the vehicle is in a sudden acceleration driving condition, the height gear of the hydraulic suspension system is currently located, and according to the height gear, the output torque of the motor of the vehicle is limited, or the hydraulic suspension system is controlled to reduce the head-up of the vehicle, thereby, when the height gear of the hydraulic suspension system is too high, that is, the body posture is too high, the output torque of the motor is limited, and the vehicle is not allowed to accelerate suddenly, thereby preventing the danger caused by the excessive head-up angle in the case of high body posture, thereby improving driving safety; or, when the height gear of the hydraulic suspension system is appropriate, that is, the body posture is normal, the sudden acceleration request can be responded to, and the vehicle can be allowed to accelerate suddenly, thereby ensuring the acceleration performance while reducing the head-up angle of the vehicle, avoiding the safety hazard caused by the excessive head-up angle during sudden acceleration, thereby improving driving safety. When the vehicle is in a sudden deceleration driving condition, the hydraulic suspension system is controlled to reduce the nodding angle of the vehicle, avoiding the discomfort of the occupants caused by the excessive nodding angle, thereby improving driving comfort.

[0127] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0128] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A hydraulic suspension system, characterized in that: include: a front suspension, the front suspension comprising a front suspension shock absorber; a rear suspension, the rear suspension comprising a rear suspension shock absorber; A central hydraulic cylinder, comprising a first chamber, a second chamber and a piston, wherein the first chamber is communicated with the front suspension shock absorber, and the second chamber is communicated with the rear suspension shock absorber, and under the action of the front suspension shock absorber or the rear suspension shock absorber, the piston makes the volume change of the first chamber and the second chamber consistent, so as to adjust the posture of the front or rear of the vehicle; When the vehicle is in a rapid acceleration condition, different control measures may be adopted according to the different height gears of the hydraulic suspension system, wherein the different control measures include: limiting the output torque of the motor of the vehicle, or controlling the hydraulic suspension system to reduce the head-up angle of the vehicle; When the vehicle is in a rapid deceleration driving condition, the hydraulic suspension system is controlled to reduce the nod angle of the vehicle.

2. The hydraulic suspension system according to claim 1, characterized in that: The piston includes a first piston part, a second piston part and a connecting part, the first piston part and the second piston part are arranged in parallel, the connecting part is connected between the first piston part and the second piston part, the first piston part is arranged in a first chamber to divide the first chamber into a first sub-chamber and a second sub-chamber, the second piston part is arranged in the second chamber to divide the second chamber into a third sub-chamber and a fourth sub-chamber, the first sub-chamber is located on a side of the first piston part away from the second piston part, the third sub-chamber is located on a side of the second piston part close to the first piston part, the first sub-chamber is communicated with the front suspension shock absorber, and the third sub-chamber is communicated with the rear suspension shock absorber.

3. The hydraulic suspension system according to claim 2, characterized in that: A first elastic member is arranged between the first piston part and the end wall of the central hydraulic cylinder, and a second elastic member is arranged between the second piston part and the end wall of the central hydraulic cylinder.

4. The hydraulic suspension system according to claim 1, characterized in that: The lower chambers of the front suspension shock absorber and the rear suspension shock absorber are liquid chambers, the first chamber is communicated with the lower chamber of the front suspension shock absorber, and the second chamber is communicated with the lower chamber of the rear suspension shock absorber.

5. The hydraulic suspension system according to claim 2, characterized in that: The hydraulic suspension system further includes a liquid storage device and an oil pump. The oil pump is connected between the liquid storage device and the central hydraulic cylinder and is communicated with the first sub-chamber, the second sub-chamber, the third sub-chamber and the fourth sub-chamber respectively.

6. The hydraulic suspension system according to claim 1, characterized in that: The oil circuits connecting the central hydraulic cylinder to the front suspension shock absorber and the rear suspension shock absorber are respectively provided with damping regulating valves. By controlling the damping regulating valves, the damping of the front suspension shock absorber and the rear suspension shock absorber can be correspondingly increased.

7. The hydraulic suspension system according to any one of claims 1 to 6, characterized in that: The upper chambers of the front suspension shock absorber and the rear suspension shock absorber are gas chambers. The hydraulic suspension system further comprises a plurality of stiffness adjustment devices, and the plurality of stiffness adjustment devices are arranged in one-to-one correspondence with the front suspension shock absorber and the rear suspension shock absorber. The stiffness adjustment device includes a first adjustment air chamber, which is connected to the upper chamber of the shock absorber. A regulating valve is arranged between the first adjustment air chamber and the upper chamber of the shock absorber. The shock absorber is any one of the front suspension shock absorber and the rear suspension shock absorber.

8. The hydraulic suspension system according to claim 7, characterized in that: The hydraulic suspension system further includes a second regulating air chamber, which is disposed between the regulating valve and an upper chamber of the shock absorber.

9. A vehicle, characterized in that: Comprising a hydraulic suspension system as described in any one of claims 1-8.

10. A vehicle control method as claimed in claim 9, characterized in that: The following steps are involved: determining a driving condition of the vehicle; If the vehicle is in a rapid acceleration condition, the current height gear of the hydraulic suspension system is obtained, and different control measures are taken according to the different height gears, wherein the different control measures include: limiting the output torque of the motor of the vehicle, or controlling the hydraulic suspension system to reduce the head-up angle of the vehicle; If the vehicle is in a rapid deceleration driving condition, the hydraulic suspension system is controlled to reduce the nod angle of the vehicle.

11. The vehicle control method according to claim 10, characterized in that: The step of limiting the output torque of the motor of the vehicle or controlling the hydraulic suspension system to reduce the head-up angle of the vehicle according to the height gear position comprises: If the height gear is in the preset first gear, the output torque of the motor is controlled so that the output torque of the motor is less than a preset torque threshold; If the height gear is in a preset second gear, obtaining a first acceleration of the vehicle and a first stiffness value of the hydraulic suspension system under the rapid acceleration driving condition, and determining a head-up angle of the vehicle according to the first acceleration and the first stiffness value, wherein the height corresponding to the second gear is lower than the height corresponding to the first gear; When the head-up angle reaches a preset upper limit threshold of the head-up angle, the stiffness adjusting device of the hydraulic suspension system is controlled to increase the stiffness of the hydraulic suspension system, and the damping adjusting valve of the hydraulic suspension system is controlled to increase the damping of the front suspension shock absorber and the rear suspension shock absorber.

12. The vehicle control method according to claim 11, characterized in that: After controlling the stiffness adjustment device of the hydraulic suspension system to increase the stiffness of the hydraulic suspension system, the method further includes: When it is determined that the stiffness of the hydraulic suspension system after adjustment reaches a preset stiffness upper limit threshold, determining whether the current wheel speed change rate of the vehicle is greater than a preset wheel speed change rate upper limit threshold corresponding to the stiffness upper limit threshold; If so, the output torque of the motor is limited so that the vehicle maintains the current acceleration.

13. The vehicle control method according to claim 10, characterized in that: The controlling the hydraulic suspension system to reduce the nod angle of the vehicle comprises: acquiring a second acceleration of the vehicle and a second stiffness value of the hydraulic suspension system under the rapid deceleration driving condition, and determining a nod angle of the vehicle according to the second acceleration and the second stiffness value; When the nodding angle reaches a preset upper limit threshold of the nodding angle, the stiffness adjusting device of the hydraulic suspension system is controlled to increase the stiffness of the hydraulic suspension system, and the damping adjusting valve of the hydraulic suspension system is adjusted to increase the damping of the front suspension shock absorber and the rear suspension shock absorber.

14. The vehicle control method according to any one of claims 10 to 13, characterized in that: After determining the driving condition of the vehicle, the method further includes: If the vehicle is in a normal driving condition, the stiffness adjusting device of the hydraulic suspension system is controlled to reduce the stiffness of the hydraulic suspension system.

15. A vehicle control system as claimed in claim 9, characterized in that: include: A processing module, used for determining the driving condition of the vehicle; A control module is used to obtain the current height gear of the hydraulic suspension system when the vehicle is in a sudden acceleration condition, and adopt different control measures according to the different height gears, wherein the different control measures include: limiting the output torque of the motor of the vehicle, or controlling the hydraulic suspension system to reduce the head-up angle of the vehicle; and, when the vehicle is in a sudden deceleration condition, controlling the hydraulic suspension system to reduce the nod angle of the vehicle.

16. A vehicle, characterized in that: A control system for a vehicle as claimed in claim 15 is provided.

17. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a vehicle control program, and when the vehicle control program is executed by the processor, the vehicle control method according to any one of claims 10 to 14 is implemented.

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