Suspension control method, system, storage medium, and vehicle

Abstract

The present application relates to a kind of suspension control method, system, storage medium and vehicle, wherein the suspension control method includes: according to the axle load of vehicle, the damping compensation coefficient of corresponding axle is calculated;According to the damping compensation coefficient, the suspension damping of corresponding axle is adjusted.Since the damping compensation coefficient of vehicle axle is calculated according to the axle load of vehicle, the suspension damping of axle can be adjusted adaptively by means of damping compensation coefficient, and by adjusting the suspension damping, the damping ratio of vehicle suspension is stabilized in the case of load variation, and the damping effect of vehicle suspension system is stable when the load of vehicle is different.

Description

Technical Field

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

[0002] Suspension is the general term for all force-transmitting connections between the vehicle frame (body) and the axles (wheels). Simply put, the suspension connects the vehicle body to the wheels. A vehicle's suspension is the elastic connection between the vehicle frame and axles. It generally consists of elastic elements, guide mechanisms, shock absorbers, and other components. Its primary function is to mitigate impacts transmitted to the vehicle frame from uneven road surfaces, thereby improving ride comfort.

[0003] In the related art, in order to achieve better vibration reduction effect and improve the ride comfort, the damping ratio of the vehicle suspension is required to be higher. The vehicle comfort is improved by adjusting the damping of the suspension.

[0004] However, when the vehicle is actually used, the load-bearing requirements of different car owners vary greatly. Changes in the vehicle's load capacity will affect the damping ratio of the vehicle's suspension, which in turn causes the vibration reduction effect of the vehicle in actual use to be quite different from that of a newly tuned vehicle, and cannot meet the owner's requirements for the vehicle's vibration reduction effect. Summary of the Invention

[0005] Embodiments of the present invention provide a suspension control method, system, storage medium, and vehicle to solve the problem in the related art that the vehicle vibration reduction effect is unstable due to changes in the vehicle load during actual vehicle use.

[0006] In a first aspect, a suspension control method is provided, comprising: calculating a damping compensation coefficient corresponding to an axle according to an axle load of a vehicle; and adjusting the suspension damping of the corresponding axle according to the damping compensation coefficient.

[0007] In some embodiments, before calculating the damping compensation coefficient, the suspension control method further includes: determining whether the vehicle is in a horizontal state before driving; if so, calculating the damping compensation coefficient based on the axle load of the vehicle before driving; otherwise, setting the damping compensation coefficient to a default value, and skipping the calculation of the damping compensation coefficient of the corresponding axle based on the axle load of the vehicle, and directly adjusting the suspension damping of the corresponding axle according to the default value of the damping compensation coefficient.

[0008] In some embodiments, determining whether the vehicle is in a horizontal state before driving includes: determining in turn whether the vehicle height difference at the tires of each axle is less than a first height difference; if the vehicle height difference at the tires of all axles is less than the first height difference, the vehicle is in the horizontal state; otherwise, the vehicle is not in the horizontal state.

[0009] In some embodiments, calculating the damping compensation coefficient of the corresponding axle based on the axle load of the axle includes: calculating the axle load of the axle based on the bearing pressure of the air spring connected to the axle; and calculating the damping compensation coefficient of the corresponding axle based on calibration data and the axle load.

[0010] In some embodiments, calculating the damping compensation coefficient of the corresponding axle based on the axle load of the axle includes: calculating the axle load of the axle based on the bearing pressure of the air spring connected to the axle; and calculating the damping compensation coefficient of the corresponding axle based on the design load of the axle and the axle load.

[0011] In some embodiments, after adjusting the suspension damping of the corresponding axle according to the damping compensation coefficient, the suspension control method further includes: adjusting the suspension damping according to the vehicle's driving mode damping coefficient, wherein the driving mode damping coefficient is determined according to the vehicle speed and the vehicle's driving mode.

[0012] In some embodiments, after adjusting the suspension damping of the corresponding axle according to the damping compensation coefficient, the suspension control method further includes: adjusting the suspension damping according to a road damping coefficient of the vehicle, wherein the road damping coefficient is calculated based on the vehicle speed and unsprung acceleration.

[0013] In a second aspect, a suspension control system is provided, which includes: a calculation module, which is used to calculate the damping compensation coefficient of the corresponding axle according to the axle load of the vehicle; and a damping adjustment module, which is used to adjust the suspension damping of the corresponding axle according to the damping compensation coefficient.

[0014] In some embodiments, the suspension control system also includes a judgment module, which is used to judge whether the vehicle is in a horizontal state before the vehicle travels. When the judgment module analyzes that the vehicle is in a horizontal state before traveling, the calculation module calculates the damping compensation coefficient based on the axle load of the vehicle before traveling. When the judgment module analyzes that the vehicle is not in a horizontal state before traveling, the calculation module directly sets the damping compensation coefficient to a default value, and the damping adjustment module adjusts the suspension damping force of the corresponding axle according to the default value of the damping compensation coefficient.

[0015] In some embodiments, the judgment module analyzes whether the vehicle is in a level state before driving by determining whether the height difference at the tires of each axle is less than a first height difference before the vehicle drives. Specifically, the judgment module sequentially determines whether the height difference at the tires of each axle is less than the first height difference; if the height difference at the tires of all axles is less than the first height difference, the judgment module determines that the vehicle is in the level state; otherwise, the judgment module determines that the vehicle is not in the level state.

[0016] In some embodiments, the calculation module calculates the axle load of the axle according to the bearing pressure of the air spring connected to the axle; and calculates the damping compensation coefficient of the corresponding axle according to the calibration data and the axle load.

[0017] In some embodiments, the calculation module calculates the axle load of the axle based on the bearing pressure of the air spring connected to the axle; and calculates the damping compensation coefficient of the corresponding axle based on the design load of the axle and the axle load.

[0018] In some embodiments, after the damping adjustment module adjusts the suspension damping of the corresponding axle according to the damping compensation coefficient, the damping adjustment module further adjusts the suspension damping according to the vehicle's driving mode damping coefficient, wherein the driving mode damping coefficient is determined according to the vehicle speed and the vehicle's driving mode.

[0019] In some embodiments, after the damping adjustment module adjusts the suspension damping of the corresponding axle according to the damping compensation coefficient, the damping adjustment module further adjusts the suspension damping according to a road damping coefficient of the vehicle, wherein the road damping coefficient is calculated based on the vehicle speed and unsprung acceleration.

[0020] In a third aspect, a computer-readable storage medium is provided, on which program instructions are stored, wherein the program instructions implement the above-mentioned suspension control method when executed by a processor.

[0021] In a fourth aspect, a vehicle is provided, wherein a memory and a processor are provided in the vehicle; the memory is used to store a computer program; and the processor is used to execute the above-mentioned suspension control method according to the computer program.

[0022] The beneficial effects brought about by the technical solution provided by the present invention include:

[0023] Embodiments of the present invention provide a suspension control method, system, storage medium, and vehicle. By calculating a damping compensation coefficient for a vehicle axle based on the vehicle's axle load, the damping compensation coefficient can be used to adaptively adjust the suspension damping of the axle. By adjusting the suspension damping under varying load conditions, the damping ratio of the vehicle suspension is stabilized, ensuring that the vibration reduction effect of the vehicle suspension system remains stable under varying vehicle loads. Thus, a suspension control method, system, storage medium, and vehicle are provided that maintain a stable vibration reduction effect under varying load conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0025] Figure 1 A schematic flow chart of a suspension control method provided by an embodiment of the present invention;

[0026] Figure 2 A schematic flow chart of another suspension control method provided by an embodiment of the present invention;

[0027] Figure 3 A schematic diagram of a process for determining whether a vehicle is in a level state according to an embodiment of the present invention;

[0028] Figure 4 A schematic flow chart of a third suspension control method provided by an embodiment of the present invention;

[0029] Figure 5 A schematic diagram of the structural framework of a suspension control system provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0031] Embodiments of the present invention provide a suspension control method, system, storage medium, and vehicle, which can solve the problem in the related art that the vehicle's vibration reduction effect is unstable due to changes in the vehicle's load capacity.

[0032] See also Figure 1 A suspension control method is provided, comprising: calculating a damping compensation coefficient for a corresponding axle based on a vehicle's axle load; and adjusting the suspension damping of the corresponding axle based on the damping compensation coefficient. By obtaining the vehicle's axle load and adjusting the axle's suspension damping accordingly, a suspension with different damping under different loads can be configured. This allows the vehicle's suspension to maintain a stable damping ratio under different loads, providing a stable vibration reduction effect for vehicle occupants.

[0033] In addition, each axle is calculated separately in this embodiment, and the damping of each axle can be reasonably adjusted when the axle load difference is large. For example, when there are many passengers in the rear row and the load capacity of the rear axle is much greater than that of the front axle, the suspension control method provided by this embodiment can independently adjust the suspension damping of the front axle and the rear axle to avoid excessive adjustment of the suspension damping of the front axle due to changes in the load capacity of the entire vehicle, thereby ensuring that the suspension damping ratio of each axle is maintained at around the optimal damping ratio.

[0034] In this embodiment, the axle damping compensation coefficient is primarily determined by collecting the axle load before the vehicle is driven. By collecting the axle load while the vehicle is stationary, data with a higher correlation to the load capacity can be obtained. In other embodiments, the axle load can be collected at any time, such as while the vehicle is in motion. Compared to collecting axle loads while the vehicle is in motion, collecting axle loads while the vehicle is stationary in this embodiment is more accurate and avoids the impact of road excitation on axle load measurement accuracy.

[0035] See also Figure 1 As shown, in some optional embodiments, before calculating the damping compensation coefficient, the suspension control method further includes: determining whether the vehicle is level before travel; if so, calculating the damping compensation coefficient based on the axle load before travel; otherwise, setting the damping compensation coefficient to a default value, skipping the calculation of the damping compensation coefficient for the corresponding axle based on the vehicle's axle load, and directly adjusting the suspension damping of the corresponding axle based on the default damping compensation coefficient. By calculating the damping compensation coefficient for the corresponding axle based on the axle load when the vehicle is level before travel, the damping compensation coefficient for the axle can be calculated based on more accurate axle load data. This avoids deviations in vehicle load data due to vehicle roll. When the vehicle is not level, the measured axle load data can have significant deviations, making it difficult to guide damping compensation for the vehicle suspension. By setting the damping compensation coefficient to a default value that satisfies most adjustments, poor vehicle damping performance can be avoided. In other embodiments, when the vehicle is not level, the damping compensation coefficient for the corresponding axle can be calculated by collecting axle load data from when the vehicle is level during travel. To meet the stability of vibration reduction performance of vehicles with large load changes.

[0036] In this embodiment, the vehicle's levelness is determined by the height difference between the axle and the tires. In other embodiments, a leveling device such as a gyroscope may be installed on the vehicle to directly determine whether the vehicle is level based on the measurement results of the leveling device. This simplifies the measurement process and provides higher measurement accuracy. In this embodiment, the vehicle's levelness is determined by the height difference between the tires, eliminating the need for a leveling device such as a gyroscope, thereby reducing vehicle costs.

[0037] See also Figure 3 As shown, in some optional embodiments, determining whether the vehicle is level before driving includes: sequentially determining whether the height difference at the tires of each axle is less than a first height difference; if the height difference at the tires of all axles is less than the first height difference, the vehicle is level; otherwise, the vehicle is not level. Determining whether the vehicle is level based on the height difference at the tires connected to the axles eliminates the expense of installing a gyroscope or level meter. In this embodiment, the height difference at the tires of the axle is determined by obtaining the vehicle height at each tire and then subtracting the heights at the tires on different sides of the same axle. The height data at the tires is obtained using a tire height sensor. In this embodiment, the first height difference is a calibrated value. It can be adjusted accordingly based on the actual vehicle size and driving scenario.

[0038] See also Figure 4 As shown, in this embodiment, "before vehicle travel" refers to the three seconds before the vehicle starts on a level road. This is when it is assessed that all occupants are securely seated and cargo is stably loaded. Specifically, while the vehicle is stationary, axle loads are continuously collected and stored. Once the vehicle is in motion, the damping compensation coefficient for the corresponding axle is calculated by retrieving the axle load data from the first three seconds of travel. Under normal circumstances, the driver will confirm that the vehicle's passengers and cargo are properly seated before driving. This indicates that the vehicle's load is stable when the vehicle starts traveling. In other embodiments, the axle load after all doors are closed can be used as a reference for calculating the damping compensation coefficient for the corresponding axle. Passenger security can be determined by detecting the closure of the doors.

[0039] In some optional embodiments, calculating the damping compensation coefficient of the corresponding axle based on the axle load of the axle includes: calculating the axle load of the axle based on the bearing pressure of an air spring connected to the axle; and calculating the damping compensation coefficient of the corresponding axle based on calibration data and the axle load. The bearing pressure of the air spring can be collected by a pressure sensor of the corresponding air spring. By collecting the bearing pressures of multiple air springs connected to the same axle, the axle load of the axle can be calculated.

[0040] The calculation method of the front axle load is as follows:

[0041] Lf=Kf*(P FL +P FR ) / 2;

[0042] Among them, Lf is the front axle load, Kf is the front axle load proportional coefficient obtained by calibration, P FL is the load-bearing pressure of the left air spring on the front axle, P FR is the load-bearing pressure of the right air spring on the front axle.

[0043] Similarly, the rear axle load is calculated as follows:

[0044] Lr=Kf*(P RL +P RR ) / 2;

[0045] Among them, Lr is the rear axle load, Kr is the rear axle load proportional coefficient obtained by calibration, P RL is the bearing pressure of the left air spring on the rear axle, P RR is the load-bearing pressure of the right air spring on the rear axle.

[0046] The Kf and Kr here are both obtained through calibration of a large amount of real vehicle data.

[0047] After the axle load calculation is complete, the damping compensation coefficient for the corresponding axle is calculated based on the axle load data and calibration results. The specific calibration process involves loading the vehicle with different loads and adjusting the vehicle's damping under different loads to achieve the optimal damping ratio of the vehicle suspension, thereby obtaining the damping compensation coefficient corresponding to the axle load. Each axle load corresponds to a damping compensation coefficient, and a table is generated. By interpolating the data from the calibration table, a function of axle load and damping compensation coefficient is obtained to meet the damping compensation coefficient requirements for different axle loads.

[0048] The damping compensation coefficient determined through a large amount of actual vehicle calibration data can better meet the vehicle's vibration reduction needs.

[0049] In some embodiments, calculating the damping compensation coefficient of the corresponding axle based on the axle load of the axle includes: calculating the axle load of the axle based on the bearing pressure of the air spring connected to the axle; and calculating the damping compensation coefficient of the corresponding axle based on the design load of the axle and the axle load.

[0050] In addition to calculating the damping compensation coefficient using calibration data, the damping compensation coefficient of the corresponding axle can also be directly calculated based on the design load and axle load of the axle. The specific calculation method is as follows:

[0051]

[0052] Among them, C 3f is the damping compensation coefficient of the front axle, Lf is the same as the front axle load mentioned above, and m2 is the design load of the front axle, that is, the weight that the front axle will bear under the design load.

[0053] The theoretical damping compensation coefficient can be calculated using the above formula. This method can be used to adjust the suspension damping to meet the needs of axles with different load capacities when calibration data is limited.

[0054] In some optional embodiments, after adjusting the suspension damping of the corresponding axle according to the damping compensation coefficient, the suspension control method further includes: adjusting the suspension damping according to the vehicle's driving mode damping coefficient, wherein the driving mode damping coefficient is determined according to the vehicle speed and the vehicle's driving mode. In other words, the suspension damping adjustment method applied for in this embodiment is not limited to adjusting the axle load, but also adjusts the suspension damping of the corresponding axle according to the vehicle speed and driving mode. During driving, the vehicle has different suspension requirements for different speeds. Current vehicles have multiple driving modes, and different driving modes have different requirements for the suspension. The suspension damping can be adjusted to the driving needs of different situations by using the driving mode damping coefficient determined by both the vehicle speed and the driving mode parameters.

[0055] Among them, the driving mode damping coefficient is calibrated based on a large amount of data.

[0056] In some embodiments, after adjusting the suspension damping of the corresponding axle based on the damping compensation coefficient, the method further includes adjusting the suspension damping based on the vehicle's road surface damping coefficient, wherein the road surface damping coefficient is calculated based on the vehicle's speed and unsprung acceleration. In other words, in addition to adjusting axle damping based on axle load, the unsprung acceleration here refers to the vertical acceleration of the air spring, which can indicate the degree of road bumps during vehicle driving. The calculated road surface damping coefficient can be used to adapt the vehicle's suspension to different road surfaces.

[0057] In some embodiments, the suspension damping of the corresponding axle can be adjusted based on the road damping coefficient, the driving mode damping coefficient, and the damping compensation coefficient. For details, please refer to the following formula:

[0058] F=C1*C2*C3*V;

[0059] Where F is the required damping force for adjusting the suspension, C1 is the aforementioned driving mode damping coefficient, C2 is the road surface damping coefficient, C3 is the compensation damping coefficient, and V is the vehicle's vertical vibration velocity, which is obtained by integrating the sprung acceleration. In this embodiment, the calculated C1, C2, and C3, as well as the vehicle's vertical vibration velocity V, are input into a controller to calculate the damping force. The controller then outputs a corresponding shock absorber output current based on the damping force F to adjust the suspension damping of the corresponding axle to the desired value.

[0060] See also Figure 5As shown, an embodiment of the present invention further provides a suspension control system, which may include: a calculation module for calculating a damping compensation coefficient for a corresponding axle based on the vehicle's axle load; and a damping adjustment module for adjusting the suspension damping of the corresponding axle based on the damping compensation coefficient. By obtaining the vehicle's axle load and adjusting the axle's suspension damping accordingly, a suspension with different damping under different load capacities can be configured. This allows the vehicle's suspension to maintain a stable damping ratio under different load capacities, providing a stable vibration reduction effect for vehicle occupants.

[0061] In addition, each axle is calculated separately in this embodiment, and the damping of each axle can be reasonably adjusted when the axle load difference is large. For example, when there are many passengers in the rear row and the load capacity of the rear axle is much greater than that of the front axle, the suspension control method provided by this embodiment can independently adjust the suspension damping of the front axle and the rear axle to avoid excessive adjustment of the suspension damping of the front axle due to changes in the load capacity of the entire vehicle, thereby ensuring that the suspension damping ratio of each axle is maintained at around the optimal damping ratio.

[0062] In some embodiments, the suspension control system further includes a determination module configured to determine whether the vehicle is level before travel. If the determination module determines that the vehicle is level before travel, the calculation module calculates the damping compensation coefficient based on the axle load before travel. If the determination module determines that the vehicle is not level before travel, the calculation module directly sets the damping compensation coefficient to a default value, and the damping adjustment module adjusts the suspension damping force of the corresponding axle based on the default value of the damping compensation coefficient. By calculating the damping compensation coefficient for the corresponding axle based on the axle load when the vehicle is level before travel, the damping compensation coefficient for the axle can be calculated based on more accurate axle load data, thereby preventing deviations in vehicle load data due to vehicle roll. When the vehicle is not level, the measured axle load data can have significant deviations, making it difficult to guide damping compensation for the vehicle suspension. By setting the damping compensation coefficient to a default value that satisfies most adjustments, poor vehicle damping performance can be avoided. In other embodiments, when the vehicle is not level, the damping compensation coefficient for the corresponding axle can be calculated by collecting axle load data from when the vehicle is level during travel. To meet the stability of vibration reduction performance of vehicles with large load changes.

[0063] In this embodiment, the vehicle's levelness is determined by the height difference between the axle and tire. In other embodiments, a leveling device such as a gyroscope may be installed on the vehicle to directly determine whether the vehicle is level based on the measurement results of the leveling device. This simplifies the measurement process and provides higher measurement accuracy. In this embodiment, the vehicle's levelness is determined by the height difference between the axle and tire, eliminating the need for a leveling device such as a gyroscope, thereby reducing vehicle costs.

[0064] In some embodiments, the judgment module determines whether the vehicle is in a level state before driving by determining whether the height difference at the tires of each axle is less than a first height difference before the vehicle drives. Specifically, the judgment module sequentially determines whether the height difference at the tires of each axle is less than the first height difference. If the height difference at the tires of all axles is less than the first height difference, the judgment module determines that the vehicle is in the level state; otherwise, the judgment module determines that the vehicle is not in the level state.

[0065] Determining whether a vehicle is level by measuring the height difference between the tires connected to an axle eliminates the need for a gyroscope or level gauge. In this embodiment, the height difference at the tires of the axle is calculated by obtaining the height of each tire and then subtracting the vehicle heights of the tires on different sides of the same axle. The vehicle height data at the tires is obtained using the tire height sensor. In this embodiment, the first height difference is a calibrated value and can be adjusted based on the actual vehicle size and driving scenario.

[0066] In this embodiment, before the vehicle starts driving refers to 3 seconds before the vehicle starts on a flat road. At this time, it is assessed that all occupants of the vehicle are seated firmly and the cargo is stably loaded. Specifically, the axle load is continuously collected when the vehicle is stationary, and the relevant data is stored. After the vehicle is driving, the damping compensation coefficient of the corresponding axle is calculated by retrieving the axle load data three seconds before the vehicle starts driving. Under normal circumstances, the driver will confirm whether the vehicle passengers and loaded cargo are properly placed, and will not drive until they are all properly placed. That is, when the vehicle starts driving, it indicates that the load of the vehicle has stabilized. In other embodiments, the axle load after all the doors are closed can also be used as a reference to calculate the damping compensation coefficient of the corresponding axle. By detecting the closing status of the doors, it is judged whether the passengers are seated firmly,

[0067] In some embodiments, the calculation module calculates the axle load of the axle according to the bearing pressure of the air spring connected to the axle; and calculates the damping compensation coefficient of the corresponding axle according to the calibration data and the axle load.

[0068] After the axle load calculation is complete, the damping compensation coefficient for the corresponding axle is calculated based on the axle load data and calibration results. The specific calibration process involves loading the vehicle with different loads and adjusting the vehicle's damping under different loads to achieve the optimal damping ratio of the vehicle suspension, thereby obtaining the damping compensation coefficient corresponding to the axle load. Each axle load corresponds to a damping compensation coefficient, and a table is generated. By interpolating the data from the calibration table, a function of axle load and damping compensation coefficient is obtained to meet the damping compensation coefficient requirements for different axle loads.

[0069] The damping compensation coefficient determined through a large amount of actual vehicle calibration data can better meet the vehicle's vibration reduction needs.

[0070] In some embodiments, the calculation module calculates the axle load of the axle according to the bearing pressure of the air spring connected to the axle; and calculates the damping compensation coefficient of the corresponding axle according to the design load of the axle and the axle load.

[0071] In addition to calculating the damping compensation coefficient through calibration data, the damping compensation coefficient of the corresponding axle can also be directly calculated based on the design load of the axle and the axle load.

[0072] In some embodiments, after the damping adjustment module adjusts the suspension damping of the corresponding axle according to the damping compensation coefficient, the damping adjustment module further adjusts the suspension damping according to the vehicle's driving mode damping coefficient, wherein the driving mode damping coefficient is determined according to the vehicle speed and the vehicle's driving mode.

[0073] In other words, the suspension control system of this embodiment is not limited to adjusting axle loads; it also adjusts the suspension damping of corresponding axles based on vehicle speed and driving mode. During driving, vehicles have different suspension requirements at different speeds. Currently, vehicles have multiple driving modes, each with different suspension requirements. By using the driving mode damping coefficient, which is determined by both vehicle speed and driving mode, the suspension damping can be adjusted to meet the driving needs of different situations.

[0074] Among them, the driving mode damping coefficient is calibrated based on a large amount of data.

[0075] In some embodiments, after the damping adjustment module adjusts the suspension damping of the corresponding axle according to the damping compensation coefficient, the damping adjustment module further adjusts the suspension damping according to a road damping coefficient of the vehicle, wherein the road damping coefficient is calculated based on the vehicle speed and unsprung acceleration.

[0076] In other words, in addition to adjusting axle damping based on axle load, the suspension damping for the corresponding axle is also adjusted based on vehicle speed and unsprung acceleration. Unsprung acceleration refers to the vertical acceleration of the air springs, which indicates the degree of road roughness during driving. The calculated road damping coefficient allows the vehicle's suspension to adapt to different road conditions.

[0077] In this embodiment, the suspension control system is presented in the form of a module. The "module" here may refer to an application-specific integrated circuit (ASIC), a processor and memory that executes one or more software or firmware programs, an integrated logic circuit, and / or other devices that can provide the above functions. The system disclosed above can be implemented in other ways. For example, the division of the unit is only a logical function division, and there may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. The mutual coupling, direct coupling, or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0078] An embodiment of the present invention further provides a computer-readable storage medium having program instructions stored thereon, wherein the program instructions, when executed by a processor, implement the above-mentioned suspension control method. Optionally, in this embodiment, the above-mentioned storage medium may be located in at least one network server among multiple network servers of a computer network. Optionally, in this embodiment, the above-mentioned storage medium may include, but is not limited to, various media capable of storing program code, such as a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk, or an optical disk.

[0079] An embodiment of the present invention further provides a vehicle, wherein the vehicle is provided with a memory and a processor; the memory is used to store a computer program; and the processor is used to execute the above-mentioned suspension control method according to the computer program.

[0080] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper" and "lower" is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0081] It should be noted that, in the present invention, relational terms such as "first" and "second" are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0082] The foregoing description is intended only to provide specific embodiments of the present invention, which will enable those skilled in the art to understand and implement the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not intended to be limited to the embodiments shown herein, but is intended to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A suspension control method, characterized in that: It includes the following steps: Determine whether the vehicle is in a level state before driving; determining in sequence whether the vehicle height difference at the tire of each axle is less than the first height difference; If the vehicle height differences at the tires of all axles are less than the first height difference, the vehicle is in the horizontal state, calculating a damping compensation coefficient for the corresponding axle based on the axle load before the vehicle travels, and adjusting the suspension damping of the corresponding axle according to the damping compensation coefficient; Otherwise, if the vehicle is not in the level state, the damping compensation coefficient is set to a default value, and the calculation of the damping compensation coefficient of the corresponding axle according to the axle load of the vehicle is skipped, and the suspension damping of the corresponding axle is directly adjusted according to the default value of the damping compensation coefficient; During driving, it also includes: Adjusts suspension damping based on the vehicle's driving mode damping coefficient; Adjust the suspension damping according to the vehicle's road damping coefficient; Wherein, the driving mode damping coefficient is determined according to the vehicle speed and the vehicle driving mode; The road damping coefficient is calculated based on the vehicle speed and unsprung acceleration; The suspension damping of the corresponding axle is adjusted based on the road damping coefficient, the driving mode damping coefficient and the damping compensation coefficient, where: F = C1*C2*C3*V, F is the adjustment damping force required to adjust the suspension, C1 is the driving mode damping coefficient, C2 is the road damping coefficient, C3 is the compensation damping coefficient, and V is the vertical vibration speed of the vehicle body.

2. The suspension control method according to claim 1, wherein: Calculating the damping compensation coefficient of the corresponding axle according to the axle load of the vehicle includes: calculating an axle load of the axle according to a load-bearing pressure of an air spring connected to the axle; The damping compensation coefficient of the corresponding axle is calculated according to the calibration data and the axle load.

3. The suspension control method according to claim 1, wherein: Calculating the damping compensation coefficient of the corresponding axle according to the axle load of the vehicle includes: calculating an axle load of the axle according to a load-bearing pressure of an air spring connected to the axle; The damping compensation coefficient of the corresponding axle is calculated according to the design load of the axle and the axle load.

4. A suspension control system, characterized in that: It includes: a judgment module, configured to judge whether the vehicle is in a level state before the vehicle travels, and to judge in sequence whether the vehicle height difference at the tires of each axle is less than a first height difference; a calculation module configured to calculate a damping compensation coefficient for a corresponding axle according to an axle load of the vehicle, or to set the damping compensation coefficient to a default value and skip calculating the damping compensation coefficient for the corresponding axle according to the axle load of the vehicle; a damping adjustment module, configured to adjust the suspension damping of the corresponding axle according to the damping compensation coefficient when the vehicle is in the horizontal state; When the vehicle is not in the horizontal state, directly adjusting the suspension damping of the corresponding axle according to the default value of the damping compensation coefficient; During driving, it also includes: Adjusts suspension damping based on the vehicle's driving mode damping coefficient; Adjust the suspension damping according to the vehicle's road damping coefficient; Wherein, the driving mode damping coefficient is determined according to the vehicle speed and the vehicle driving mode; The road damping coefficient is calculated based on the vehicle speed and unsprung acceleration; The suspension damping of the corresponding axle is adjusted based on the road damping coefficient, the driving mode damping coefficient and the damping compensation coefficient, where: F = C1*C2*C3*V, F is the adjustment damping force required to adjust the suspension, C1 is the driving mode damping coefficient, C2 is the road damping coefficient, C3 is the compensation damping coefficient, and V is the vertical vibration speed of the vehicle body.

5. A computer-readable storage medium having program instructions stored thereon, characterized in that: When the program instructions are executed by a processor, the suspension control method according to any one of claims 1 to 3 is implemented.

6. A vehicle, characterized in that: The vehicle is provided with a memory and a processor; the memory is used to store a computer program; the processor is used to execute the suspension control method according to any one of claims 1 to 3 according to the computer program.

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