Vehicle suspension control method, device, equipment and readable storage medium

Abstract

This application discloses a vehicle suspension control method, apparatus, device, and readable storage medium. The method includes the steps of: acquiring the current pitch angle and current roll angle of the vehicle; calculating vehicle control parameters based on the vehicle state parameters and the current pitch angle and current roll angle; and determining the active control force that the vehicle's active suspension needs to output based on the vehicle control parameters. The vehicle state parameters include lateral acceleration, and the vehicle control parameters include pitch control torque and roll control torque. This application realizes the calculation of vehicle control parameters based on the determined vehicle state parameters and the current pitch angle and current roll angle, and the determination of the active control force that the vehicle's active suspension needs to output based on the vehicle control parameters. This active control force improves vehicle stability, thereby improving vehicle handling during driving.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle suspension control method, device, equipment, and readable storage medium. Background Technology

[0002] With the rapid development of vehicle control technology, people's requirements for vehicle handling stability are increasing. As a result, vehicles are usually equipped with corresponding suspension systems to reduce vibrations during vehicle operation and improve driving comfort.

[0003] Due to the vehicle's movement or the traffic environment, the vehicle will experience certain roll and pitch angles during driving, causing it to be in a roll or pitch state, which affects the stability of the suspension system and consequently the vehicle's handling.

[0004] When a vehicle's suspension system is affected by the vehicle's roll and / or pitch, the system will reduce the roll and / or pitch angles by using the passive control force generated by the springs and shock absorbers. However, the magnitude of the passive control force cannot be controlled, and it will fluctuate due to changes in the damping effect. Relying solely on passive control force to reduce the impact is ineffective, resulting in a large roll and / or pitch angle still existing when the vehicle is in motion, which in turn leads to poor vehicle handling. Summary of the Invention

[0005] In view of this, this application provides a vehicle suspension control method, apparatus, device, and readable storage medium, which aims to reduce the impact of roll angle and / or pitch angle on the vehicle state during vehicle operation, so as to improve the vehicle's maneuverability during operation.

[0006] To achieve the above objectives, this application provides a vehicle suspension control method, which includes the following steps:

[0007] Obtain the vehicle's current pitch and roll angles;

[0008] Based on the vehicle's state parameters and the current pitch and roll angles, the vehicle control parameters are calculated.

[0009] Based on the vehicle control parameters, determine the active control force that the vehicle's active suspension needs to output;

[0010] The vehicle state parameters include lateral acceleration, and the vehicle control parameters include pitch control torque and roll control torque.

[0011] For example, the step of calculating the vehicle control parameters based on the vehicle's state parameters and the current pitch angle and current roll angle includes:

[0012] Based on the lateral acceleration, the preset gradient coefficient, and the vehicle dynamics model, the reference roll angle and the reference pitch angle of the vehicle are determined.

[0013] Based on the first difference between the reference roll angle and the current roll angle, and the second difference between the reference pitch angle and the current pitch angle, the pitch control torque for adjusting the pitch angle and the roll control torque for controlling the roll angle are calculated.

[0014] For example, the preset gradient coefficients include the roll gradient coefficient and the pitch gradient coefficient;

[0015] The step of determining the reference roll angle and the reference pitch angle of the vehicle based on the lateral acceleration, the preset gradient coefficient, and the vehicle dynamics model includes:

[0016] The reference roll angle of the vehicle is determined based on the lateral acceleration, the roll gradient coefficient, and the vehicle dynamics model.

[0017] The reference pitch angle of the vehicle is determined based on the reference roll angle and the pitch gradient coefficient.

[0018] For example, the vehicle state parameters also include the front wheel track, the rear wheel track, a first distance from the front axle of the vehicle to the center of gravity of the vehicle, and a second distance from the rear axle of the vehicle to the center of gravity;

[0019] The step of determining the active control force that the vehicle's active suspension needs to output based on the vehicle control parameters includes:

[0020] An over-distribution drive matrix is ​​generated based on the torque matrix determined by the pitch control torque and the roll control torque, the active control force matrix determined by the active control force to be solved, and the constraint condition matrix determined by the front wheel spacing, the rear wheel spacing, the first distance, and the second distance.

[0021] Based on the over-allocation drive matrix, determine the virtual control quantity matrix and the actual control quantity matrix;

[0022] Obtain the first weight of the virtual control quantity matrix and the second weight of the actual control quantity matrix, and obtain the maximum and minimum values ​​of the actual control quantity matrix;

[0023] Based on the first weight, the second weight, the actual control quantity matrix and the virtual control quantity matrix, the maximum value of the matrix and the minimum value of the matrix, the actual control quantity matrix is ​​solved to obtain multiple sets of target matrix solutions;

[0024] The smallest matrix solution is selected from the multiple sets of target matrix solutions, and the active control force required for the vehicle's active suspension is determined based on the smallest matrix solution.

[0025] For example, the step of solving the actual control quantity matrix to obtain multiple sets of target matrix solutions includes:

[0026] Solving the actual control quantity matrix yields multiple sets of initial matrix solutions;

[0027] Based on the maximum value of the matrix, the minimum value of the matrix, and the preset expected control matrix, the range of values ​​for the multiple initial matrix solutions is calculated.

[0028] Based on the range of values, the least squares method is used to iterate the multiple sets of initial matrix solutions to obtain multiple sets of target matrix solutions.

[0029] For example, after determining the active control force that the vehicle's active suspension needs to output based on the vehicle control parameters, the process includes:

[0030] Determine whether the control effect when the active suspension outputs the active control force meets the preset effect;

[0031] If the condition is not met, the magnitude of the active control force is adjusted, and the process returns to the step of determining whether the control effect when the active suspension outputs the active control force meets the preset effect, so as to iteratively optimize the magnitude of the active control force until the output effect meets the preset effect.

[0032] For example, the step of adjusting the magnitude of the active control force if the condition is not met includes:

[0033] If not satisfied, the magnitude of the active control force is adjusted within the preset adjustment parameter range, and the process returns to the step of determining whether the control effect when the active suspension outputs the active control force satisfies the preset effect.

[0034] If, based on the adjusted active control force, the current pitch angle of the vehicle is controlled to be less than or equal to a preset pitch angle threshold, and the current roll angle of the vehicle is less than or equal to a preset roll angle threshold, then the output effect is determined to satisfy the preset effect.

[0035] For example, to achieve the above objectives, this application also provides a vehicle suspension control device, the device comprising:

[0036] The first determining module is used to obtain the vehicle's current pitch angle and current roll angle;

[0037] The calculation module is used to calculate the vehicle control parameters based on the vehicle state parameters and the current pitch angle and current roll angle.

[0038] The second determining module is used to determine the active control force that the active suspension of the vehicle needs to output based on the vehicle control parameters; wherein the vehicle state parameters include lateral acceleration, and the vehicle control parameters include pitch control torque and roll control torque.

[0039] For example, to achieve the above objectives, this application also provides a vehicle suspension control device, the device comprising: a memory, a processor, and a vehicle suspension control program stored in the memory and executable on the processor, the vehicle suspension control program being configured to implement the steps of the vehicle suspension control method as described above.

[0040] For example, to achieve the above objectives, this application also provides a computer-readable storage medium storing a vehicle suspension control program, which, when executed by a processor, implements the steps of the vehicle suspension control method as described above.

[0041] Compared to related technologies that rely solely on their structural characteristics to output the passive reaction force after spring compression, resulting in poor adjustment of roll and / or pitch angles and consequently poor vehicle handling, this application obtains the vehicle's current pitch and roll angles; calculates vehicle control parameters based on the vehicle's state parameters and the current pitch and roll angles; and determines the active control force required for the vehicle's active suspension based on these control parameters. The vehicle state parameters include lateral acceleration, and the vehicle control parameters include pitch control torque and roll control torque. In other words, by obtaining the vehicle's current pitch and roll angles, calculating the vehicle control parameters, and determining the required active control force for the active suspension, the active suspension can effectively counteract the current pitch and roll angles, thereby reducing their impact on the vehicle's stable operation and improving vehicle handling. Attached Figure Description

[0042] Figure 1 This is a flowchart illustrating the first embodiment of the vehicle suspension control method of this application;

[0043] Figure 2This is a detailed flowchart of step S120 in the first embodiment of the vehicle suspension control method of this application;

[0044] Figure 3 This is a detailed flowchart of step S130 in the first embodiment of the vehicle suspension control method of this application;

[0045] Figure 4 This is a schematic diagram of the hardware operating environment involved in the embodiments of this application.

[0046] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0047] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0048] This application provides a vehicle suspension control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle suspension control method of this application.

[0049] This application provides embodiments of a vehicle suspension control method. It should be noted that although the logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order. For ease of description, the following omits the execution entities describing the various steps of the vehicle suspension control method, which includes:

[0050] Step S110: Obtain the vehicle's current pitch angle and current roll angle;

[0051] During vehicle operation, the vehicle is affected by the traffic environment of uneven or undulating road surfaces and the lateral acceleration caused by changes in the vehicle's direction of travel. This results in corresponding pitch and / or roll angles, which affect the stability of the vehicle body when it is tilted. The larger these two angles are, the greater their impact on vehicle stability. At the same time, the greater the phase difference between these two angles, the greater their impact on vehicle stability.

[0052] For example, vehicles are typically equipped with a corresponding suspension system, including active suspension, passive suspension, and shock absorbers. The suspension system will vibrate due to the vehicle's driving state, inertia, and lateral acceleration during driving. The vertical displacement changes generated by the shock absorbers (e.g., spring shock absorbers) installed in the suspension system will generate corresponding control forces to reduce the vehicle's body sway (including pitch and roll).

[0053] Therefore, the vehicle's pitch and roll angles are calculated based on the vehicle's corresponding acceleration, the control force generated by the suspension system, the height displacement generated by the suspension system, and the height displacement generated by the vehicle body. The data used to calculate the pitch and roll angles can be obtained in real time by monitoring the vehicle's state changes through onboard sensors.

[0054] Since passive suspension can only rely on its own passive control force and cannot completely eliminate the effects of pitch and roll angles caused by acceleration in all directions during vehicle operation, in this embodiment, the active suspension in the suspension system is selected as the actuator of the control method. By controlling the actuator or actuator of the active suspension to output the corresponding active control force, the effect of the vehicle's suspension system in controlling the effects of pitch and roll angles is improved.

[0055] For example, vehicle status parameters can be obtained from sensors and detectors installed on the vehicle. Based on these parameters, the real-time pitch and roll angles of the vehicle can be calculated using corresponding formulas. Thus, the current pitch and / or roll angles of the vehicle can be determined based on the vehicle status parameters.

[0056] The vehicle state parameters include at least the left front suspension height, right front suspension height, left rear suspension height, and right rear suspension height of the active suspension system configured in the vehicle, as well as the front wheel track, rear wheel track, the first distance from the front axle to the center of gravity of the vehicle, the second distance from the rear axle to the center of gravity of the vehicle, and the lateral acceleration of the vehicle.

[0057] Based on the height of the left front suspension, the height of the right front suspension, the height of the left rear suspension, and the height of the right rear suspension, calculate the front height, rear height, left side height, and right side height of the vehicle, respectively;

[0058] The current pitch angle of the vehicle is calculated based on the front height, the rear height, the front wheel spacing, and the rear wheel spacing.

[0059] The current roll angle of the vehicle is calculated based on the left side height, the right side height, the first distance, and the second distance.

[0060] The specific formulas for calculating the pitch and roll angles are as follows:

[0061]

[0062] Among them, h fl The height of the left front suspension, h fr The height of the right front suspension, h rl The height of the left rear suspension, h rr This refers to the height of the right rear suspension.

[0063] Among them, h front For the front height, h rear Rear height, h left The height on the left, h right The height is on the right side;

[0064] Where, d f For the front wheel track, d r For rear wheel spacing, l f For the first distance, l r This is the second distance;

[0065] in, For the current roll angle, θ est This is the current pitch angle.

[0066] In calculating the current pitch and roll angles, the angle between the vehicle and the ground can be derived by calculating the change in height of the vehicle's chassis relative to the ground.

[0067] For example, when calculating the current roll angle and the current pitch angle, the current roll angle can be compared with a preset roll angle threshold, and the current pitch angle can be compared with a preset pitch angle threshold. If the current roll angle is greater than the preset roll angle threshold, the vehicle is determined to be in a roll state. If the current pitch angle is greater than the preset pitch angle threshold, the vehicle is determined to be in a pitch state. If the current roll angle is greater than the preset roll angle threshold and the current pitch angle is greater than the preset pitch angle threshold, the vehicle is determined to be in both a roll state and a pitch state.

[0068] The preset roll angle threshold and preset pitch angle threshold can be set according to the actual situation.

[0069] Among them, passive control force can be understood as the spring deformation of the active suspension before active control.

[0070] Step S120: Calculate the vehicle control parameters based on the vehicle state parameters and the current pitch angle and current roll angle;

[0071] Vehicle state parameters include the vehicle's relevant parameters and the relevant parameters of the vehicle's active suspension (see the parameters mentioned above for details). Therefore, based on the vehicle state parameters, vehicle control parameters used to control the vehicle's current pitch angle and current roll angle can be calculated.

[0072] The vehicle control parameters include the pitch control torque to be output by the active suspension for adjusting the pitch angle, and the roll control torque to be output for adjusting the roll angle.

[0073] When calculating vehicle control parameters, the active suspension outputs active control force through actuators or actuators (taking the output motor as an example, the output motor drives the active suspension to change its height, thereby affecting the vehicle's chassis height, which in turn affects the current pitch angle and current roll angle), thereby adjusting the current pitch angle and / or current roll angle. However, when controlling either the pitch control torque or the roll control torque, the changes in the vehicle's active suspension will cause changes in the vehicle's current pitch angle or current roll angle. If the changes in these two angles are not synchronized and there is a phase difference, it will affect the vehicle's stability.

[0074] Therefore, when controlling the active suspension, the corresponding vehicle control parameters are calculated with the aim of simultaneously controlling the current pitch angle and the current roll angle.

[0075] Step S130: Determine the active control force that the vehicle's active suspension needs to output based on the vehicle control parameters; wherein the vehicle state parameters include lateral acceleration, and the vehicle control parameters include pitch control torque and roll control torque.

[0076] Based on the vehicle control parameters, the active control force that the vehicle's active suspension needs to output can be determined. In this process, it is necessary to consider the position of the active suspension to be controlled (select any number of active suspensions from the active suspensions of the four wheels), the magnitude of the control force output by the active suspensions at different positions (taking the simultaneous use of four active suspensions as an example, the active control force output by each active suspension is usually not equal), that is, to consider how to select the active suspension to be controlled, and how to determine the magnitude of the active control force to be output by the active suspension to be controlled.

[0077] Among them, active control force is the control force generated by the active suspension through actuators or actuators, which is different from the passive control force generated by the active suspension itself due to the shock absorption device.

[0078] After determining the active control force output by each active suspension, the corresponding active suspension is activated and controlled to output the corresponding active control force. This allows the vehicle's active suspension to combine the active and passive control forces of the active suspension to adjust the vehicle's pitch angle and / or roll angle, thereby enabling the vehicle to enter a stable roll state.

[0079] It should be noted that when the active suspension is not outputting active control force, the springs on the active suspension will generate corresponding passive control force during vehicle operation. This passive control force includes: corresponding damping force or buffering force generated according to the vehicle speed and displacement. The magnitude of the generated force is related to the specific physical parameters of the springs and shock absorbers in the active suspension. When the active suspension outputs active control force, it will still generate passive control force. That is, when the active suspension outputs active control force, the active control force and passive control force will work together to control the pitch and / or roll of the vehicle body. In other words, the sum of the active control force and passive control force needs to be equal to the total output force of the active suspension. In this embodiment, the total output force of the active suspension needs to be equal to the sum of the roll force and pitch force that make the vehicle unstable, so as to achieve torque balance of the vehicle body and reduce the current roll angle and / or current pitch angle of the vehicle.

[0080] When the total output force of the active suspension remains constant, the passive control force of the active suspension will change according to the changes in the speed and displacement of the vehicle during driving. In order to ensure that the total output force of the active suspension remains constant, it is necessary to adjust the magnitude of the active control force in real time according to the changes in the passive control force, so as to keep the sum of the active control force and the passive control force constant.

[0081] Compared to related technologies that rely solely on their structural characteristics to output the passive reaction force after spring compression, resulting in poor adjustment of roll and / or pitch angles and consequently poor vehicle handling, this application obtains the vehicle's current pitch and roll angles; calculates vehicle control parameters based on the vehicle's state parameters and the current pitch and roll angles; and determines the active control force required for the vehicle's active suspension based on these control parameters. The vehicle state parameters include lateral acceleration, and the vehicle control parameters include pitch control torque and roll control torque. In other words, by obtaining the vehicle's current pitch and roll angles, calculating the vehicle control parameters, and determining the required active control force for the active suspension, the active suspension can effectively counteract the current pitch and roll angles, thereby reducing their impact on the vehicle's stable operation and improving vehicle handling.

[0082] By way of example, based on the first embodiment described above in this application, another embodiment of this application is provided, in which reference is made to... Figure 2 The step of calculating the vehicle control parameters based on the vehicle's state parameters and the current pitch and roll angles includes:

[0083] Step S210: Determine the reference roll angle and the reference pitch angle of the vehicle based on the lateral acceleration, the preset gradient coefficient, and the preset vehicle roll dynamics model;

[0084] Lateral acceleration can be obtained through onboard acceleration sensors.

[0085] The preset gradient coefficients include the roll gradient coefficient and the pitch gradient coefficient.

[0086] The reference roll angle and reference pitch angle are the standard values ​​for controlling the pitch and roll angles of the vehicle.

[0087] The preset vehicle roll dynamics model (hereinafter referred to as the dynamics model) is a mathematical model constructed based on the calculation formula of vehicle dynamics. Through this preset vehicle roll dynamics model, the current pitch angle, current roll angle, reference pitch angle, reference roll angle and vehicle control parameters of the vehicle can be calculated based on the vehicle's state parameters.

[0088] For example, based on the computational characteristics of this dynamic model, it can be used as a judgment model for real-time monitoring of vehicle status, or as a computational model for outputting vehicle control parameters. For example, it can calculate pitch angle and roll angle to determine whether the vehicle is in pitch and / or roll state. Or, it can calculate reference pitch angle, reference roll angle, and other relevant data for calculating vehicle control parameters. The input of this model is the vehicle status parameters, and the output includes the calculated relevant parameters and judgment results.

[0089] The dynamic model has six degrees of freedom: roll, pitch, and vertical motion of the four suspensions.

[0090] In this dynamic model, when determining whether the vehicle is in a pitch or roll state, the current vehicle's pitch moment and roll moment are calculated using the vehicle's state parameters (these moments are generated by the vehicle's movement, changes in direction, and the influence of the traffic environment). Based on these pitch and roll moments, the dynamic model determines the current torque balance state of the vehicle. If the balance is not achieved, the vehicle body will become unstable.

[0091] The specific calculation formulas for the pitching moment and roll moment are as follows:

[0092]

[0093] in, For the current roll angle, For roll acceleration, I x This is the moment of inertia of the roll.

[0094] Where, m sFor the sprung mass, h r Let g be the height of the inclined mass and g be the acceleration due to gravity.

[0095] Among them, F fl The output resultant force of the left front suspension (the passive control force and the active control force of the suspension), F fr For the output resultant force of the right front suspension, F rl For the output resultant force of the left rear suspension, F rr This is the output resultant force of the right rear suspension;

[0096] Where, d f For the front wheel track, d r For rear wheel spacing, l f For the first distance, l r This is the second distance;

[0097] Where θ is the current pitch angle, This is the pitch acceleration.

[0098] For a single suspension, the suspension force it generates consists of two parts: uncontrolled passive control force and active control force actively output by the suspension. The specific calculation formula is as follows:

[0099]

[0100] Among them, z us For unsprung mass displacement, Unsprung mass velocity;

[0101] Where, k s For equivalent stiffness, c s For equivalent damping;

[0102] Among them, F i(i＝1,2,3,4) For active control forces, 1, 2, 3, and 4 represent the active control forces of the left front suspension, right front suspension, left rear suspension, and right rear suspension, respectively.

[0103] Among them, the equivalent stiffness k is determined by selecting the characteristics of soft suspension. s and damping c s The upward direction is considered the positive direction.

[0104] For example, since the roll angle is proportional to the lateral acceleration experienced by the vehicle during steady-state roll, this proportion is called the roll gradient, or roll gradient coefficient. In order to ensure synchronous control of the roll and pitch angles, it is necessary to ensure that the pitch and roll angles change synchronously, that is, to ensure that the control changes when adjusting the pitch and roll angles are linearly related, thereby improving the driver's controllability when driving the vehicle.

[0105] In order to ensure synchronous control of pitch and roll angles, when setting the standard value, it is also necessary to set it proportionally, that is, to set the corresponding pitch gradient coefficient, that is, to design the reference pitch angle and the reference roll angle to change in the same way but with different magnitudes.

[0106] The purpose of establishing a preset gradient coefficient is to reduce the roll amplitude of the car under the same working conditions, that is, to reduce the roll gradient value under the same lateral acceleration, thereby improving the driver's accurate perception of the dynamic process of steering.

[0107] For example, the preset gradient coefficients include roll gradient coefficients and pitch gradient coefficients; the step of determining the reference roll angle and the reference pitch angle of the vehicle based on the lateral acceleration, the preset gradient coefficients, and the preset vehicle roll dynamics model includes:

[0108] Step a: Determine the reference roll angle of the vehicle based on the lateral acceleration, the roll gradient coefficient, and the preset vehicle roll dynamics model;

[0109] Step b: Determine the reference pitch angle of the vehicle based on the reference roll angle and the pitch gradient coefficient.

[0110] Based on the lateral acceleration, roll gradient coefficient, and dynamic model, the corresponding reference roll angle can be calculated. The specific calculation formula is as follows:

[0111]

[0112] Where, k roll The roll gradient coefficient;

[0113] Among them, a y It is lateral acceleration;

[0114] in, For reference roll angle.

[0115] The corresponding reference pitch angle can be calculated based on the reference roll angle and pitch gradient coefficient. The specific calculation formula is as follows:

[0116]

[0117] Where, k pitch The pitch gradient coefficient;

[0118] Where, θ ref For reference pitch angle.

[0119] Step S220: Based on the preset torque calculation formula, the first difference between the reference roll angle and the current roll angle, and the second difference between the reference pitch angle and the current pitch angle, calculate the pitch control torque and roll control torque used to synchronously adjust the pitch angle and the roll angle.

[0120] The preset torque calculation formula is a corresponding formula designed for the active suspension control method in this embodiment.

[0121] The first difference is the difference between the reference roll angle and the current roll angle, and the second difference is the difference between the reference pitch angle and the current pitch angle. By calculating the first and second differences, the corresponding vehicle control parameters can be calculated. That is, the active suspension needs to output the corresponding active control force to eliminate the above two differences and simultaneously adjust the pitch angle and roll angle, so that the vehicle enters a steady-state roll state.

[0122] Pitch control torque and roll control torque are the control torques to be implemented. If the active suspension outputs the above two control torques, the torque output (equivalent to the active control force output by the active suspension) will suppress the imbalance of the vehicle's own torque caused by the lateral acceleration generated by the steering.

[0123] The process of using the pitch control torque and roll control torque involves controlling the active suspension by distributing active control forces to it.

[0124] For example, the step of calculating the pitch control torque and roll control torque for synchronously adjusting the pitch angle and the roll angle based on the preset torque calculation formula, the first difference between the reference roll angle and the current roll angle, and the second difference between the reference pitch angle and the current pitch angle includes:

[0125] Step c: Obtain the first PID control coefficient, the second PID control coefficient, and the feedforward control coefficient; wherein, the first PID control coefficient and the feedforward control coefficient are used to calculate the roll control torque, the feedforward control coefficient is used to eliminate the influence of the lateral acceleration on the calculation, and the second PID control coefficient is used to calculate the pitch control torque;

[0126] The first PID control coefficient and the feedforward vehicle control parameters are the vehicle control parameters used for roll control calculations.

[0127] The second PID control coefficient is the vehicle control parameter used for pitch control calculation.

[0128] The first and second PID control coefficients can be initially selected based on the experience of relevant personnel, and the optimal vehicle control parameters can be obtained by relevant test personnel through simulation.

[0129] Among them, the feedforward vehicle control parameters are vehicle control parameters set for the lateral acceleration of the vehicle. The purpose of setting these feedforward vehicle control parameters is to directly eliminate the influence of lateral acceleration by targeting the torque input of lateral acceleration.

[0130] Step d: Calculate the roll control torque used to adjust the roll angle based on the preset torque calculation formula, the first difference between the reference roll angle and the current roll angle, the first PID control coefficient and the feedforward control coefficient;

[0131] Step e: Calculate the pitch control torque used to adjust the pitch angle based on the preset torque calculation formula, the second difference between the reference pitch angle and the current pitch angle, and the second PID control coefficient.

[0132] Based on the preset torque calculation formula, the roll control torque and pitch control torque are calculated respectively. When calculating the above two torques, the first PID control coefficient, the second PID control coefficient, and the feedforward control coefficient mentioned above are used respectively.

[0133] The specific formula for calculating the roll control moment is as follows:

[0134]

[0135] in, This represents the deviation between the estimated roll angle and the reference value.

[0136] Among them, M roll The calculated roll control moment;

[0137] in, The coefficients in the roll control are, in order: proportional, integral, and derivative (first PID control coefficients).

[0138] Where, m s h r a y For feedforward vehicle control parameters, m s For the sprung mass, h r For the tilted mass height, a r This is lateral acceleration.

[0139] The specific formula for calculating the pitch control moment is as follows:

[0140]

[0141] Among them, e θ This represents the deviation between the estimated pitch angle and the reference value.

[0142] Among them, M pitch The calculated pitch control torque;

[0143] Among them, K Pθ ,K Iθ ,K Dθ The parameters are, in order, the proportional, integral, and derivative coefficients (second PID vehicle control parameters) in pitch control.

[0144] In this embodiment, a reference roll angle and a reference pitch angle of the vehicle are determined based on lateral acceleration, a preset gradient coefficient, and a preset vehicle roll dynamics model. Pitch control torque and roll control torque for synchronously adjusting the pitch angle and roll angle are calculated based on a preset torque calculation formula, a first difference between the reference roll angle and the current roll angle, and a second difference between the reference pitch angle and the current pitch angle. That is, by setting reference roll angles and reference pitch angles, the pitch angle and roll angle are synchronously adjusted to the reference roll angle and reference pitch angle, ensuring stability when controlling the vehicle's state. Furthermore, by adjusting synchronously, the changes in pitch angle and roll angle can be controlled to have a linear relationship, thereby improving the vehicle's maneuverability during driving.

[0145] By way of example, based on the first embodiment described above in this application, another embodiment of this application is provided, in which reference is made to... Figure 2 The step of determining the active control force that the vehicle's active suspension needs to output based on the vehicle control parameters includes:

[0146] Step S310: Generate an over-distribution drive matrix based on the torque matrix determined by the pitch control torque and the roll control torque, the active control force matrix determined by the active control force to be solved, and the constraint condition matrix determined by the front wheel spacing, the rear wheel spacing, the first distance, and the second distance;

[0147] Based on the roll control torque and pitch control torque calculated in the above embodiments, a drive distribution method is designed to distribute them to the actuators or actuators of the active control forces of the four suspensions, so as to achieve the tracking of reference values ​​and achieve the goal of improving handling.

[0148] The vehicle state parameters also include the front wheel track, the rear wheel track, the first distance from the front axle to the center of gravity of the vehicle, and the second distance from the rear axle to the center of gravity of the vehicle.

[0149] The two control moments M are the roll control moment and the pitch control moment. roll M pitch The distance d between the four front wheels is assigned to each of the four wheels, which is constrained by the vehicle's own state. f Rear wheel track d r First distance l f Second distance l r The active suspension active control forces F1, F2, F3, and F4.

[0150] Using the above parameters, a corresponding overdrive allocation matrix for calculating the active control force can be designed, and its specific formula is as follows:

[0151]

[0152] in, This is the torque matrix;

[0153] in, This is the constraint matrix;

[0154] in, This is the active control force matrix.

[0155] Step S320: Determine the virtual control quantity matrix and the actual control quantity matrix based on the over-allocation drive matrix;

[0156] Based on the above over-allocation driving matrix, the virtual control quantity matrix and the actual control quantity matrix can be determined.

[0157] Wherein, the virtual control quantity matrix is ​​the transpose of the torque matrix, denoted as v = [M roll M pitch ] T ;

[0158] The actual control quantity matrix is ​​the transpose of the active control force matrix, denoted as u = [F1F2F3F4]. T .

[0159] Step S330: Obtain the first weight of the virtual control quantity matrix and the second weight of the actual control quantity matrix, and obtain the maximum and minimum values ​​of the actual control quantity matrix;

[0160] After calculating the virtual control quantity matrix and the actual control quantity matrix, the first weight and the second weight corresponding to the above two are obtained respectively, and the maximum value and the minimum value of the actual control quantity matrix are obtained.

[0161] The first and second weights can be initially selected based on the experience of relevant personnel, and the optimal weight ratio can be obtained by relevant testers through simulation.

[0162] Among them, the maximum value and the minimum value of the matrix are the maximum and minimum control forces that the active suspension can output, respectively;

[0163] Wherein, the maximum value of the matrix u max =[F 1max F 2max F 3max F 4max ] T ;

[0164] Wherein, the minimum value of the matrix u min =[F 1min F 2min F 3min F 4min ] T .

[0165] Step S340: Solve the actual control matrix based on the first weight, the second weight, the actual control matrix and the virtual control matrix, the maximum value of the matrix and the minimum value of the matrix to obtain multiple sets of target matrix solutions;

[0166] Based on the first weight, the second weight, the actual control matrix, the virtual control matrix, the maximum value of the matrix, and the minimum value of the matrix, a corresponding solution calculation process can be designed to solve the actual control matrix and obtain multiple sets of target matrix solutions, for example, by using dynamic calculation-related formulas or functions.

[0167] The specific solution process can be shown in the following calculation formula:

[0168] x = -u d ,

[0169] x max =u max -u d ,

[0170] x min =u min -u d

[0171] e = 1 / (+1), γ = 1000

[0172]

[0173]

[0174]

[0175]

[0176] When solving the problem using the above formula, the final F will be used as the basis for the calculation.v G and the target matrix solutions for the actual control variable matrix are obtained. These multiple solutions can be obtained by setting the corresponding time domain concept, which is equivalent to multiple dynamic calculations within a certain period of time, obtaining a set of solutions at different times in the time domain, and combining all the solutions in the entire time domain to obtain multiple sets of target matrix solutions.

[0177] Step S350: Select the smallest matrix solution from the multiple sets of target matrix solutions, and determine the active control force that the vehicle's active suspension needs to output based on the smallest matrix solution.

[0178] After obtaining multiple sets of matrix solutions, in order to achieve the effect of minimum control force output, the minimum matrix solution is selected from the multiple sets of matrix solutions, and the active control force required to be output by each active suspension of the vehicle is determined according to the minimum matrix solution.

[0179] The formula for determining the minimum matrix solution is as follows:

[0180] y = F v -Gx k

[0181] x k+1 =ax{x kmin ,min{x kmax ,y}}

[0182] u=x+u d

[0183] Where u is the actual control quantity matrix, u d u is the desired control quantity. d = 4×1 .

[0184] For example, the step of solving the actual control quantity matrix to obtain multiple sets of target matrix solutions includes:

[0185] Step f: Solve the actual control quantity matrix to obtain multiple sets of initial matrix solutions;

[0186] Step g: Calculate the range of values ​​for the multiple initial matrix solutions based on the maximum value of the matrix, the minimum value of the matrix, and the preset expected control matrix;

[0187] Step h: Based on the range of values, perform least squares iteration on the multiple sets of initial matrix solutions to obtain multiple sets of target matrix solutions.

[0188] When solving the actual control quantity matrix, multiple initial matrix solutions are obtained in advance. These matrix solutions are affected by the fluctuations in the vehicle's state parameters, meaning the dynamic model is subject to parameter disturbances. Therefore, it is necessary to filter and update these multiple initial matrix solutions to ensure the accuracy of the final target matrix solution.

[0189] The range of values ​​is the maximum and minimum values ​​of x, which are the maximum and minimum values ​​of the interval, respectively.

[0190] The number of groups for both the multiple target matrix solutions and the multiple initial matrix solutions can be set according to actual needs. At the same time, the number of multiple target matrix solutions and the multiple initial matrix solutions are not necessarily equal. For example, 200 initial matrix solutions can be obtained in the time domain, and 100 target matrix solutions can be determined from the 200 initial matrix solutions as the number of solutions actually needed in the final solution.

[0191] The specific calculation formula is as follows:

[0192] x1=(x max +x min ) / 2-u d

[0193] x max =u max -u d

[0194] x min =u min -u d

[0195] Based on the above formula, after calculating multiple sets of initial matrix solutions, each set of initial matrix solutions is evaluated. The evaluation process is as follows:

[0196] Wherein, if the initial matrix solution is greater than the maximum value of the range of values, then the maximum value of the range is taken as the target matrix solution;

[0197] Wherein, if the initial matrix solution is less than the minimum value of the range of values, then the minimum value of the range is taken as the target matrix solution;

[0198] If the initial matrix solution is greater than or equal to the minimum value of the interval and less than or equal to the maximum value of the interval, then the initial matrix solution is taken as the target matrix solution.

[0199] In this embodiment, an over-distribution drive matrix is ​​generated based on the torque matrix determined by the pitch control torque and the roll control torque, the active control force matrix determined by the active control force to be solved, and the constraint condition matrix determined by the front wheel spacing, the rear wheel spacing, the first distance, and the second distance. A virtual control quantity matrix and an actual control quantity matrix are determined based on the over-distribution drive matrix. A first weight of the virtual control quantity matrix and a second weight of the actual control quantity matrix are obtained, as well as the maximum and minimum values ​​of the actual control quantity matrix. Based on the first weight, The second weight, the actual control quantity matrix, the virtual control quantity matrix, the maximum value of the matrix, and the minimum value of the matrix are used to solve the actual control quantity matrix to obtain multiple sets of target matrix solutions. The minimum matrix solution is selected from the multiple sets of target matrix solutions, and the active control force that the vehicle's active suspension needs to output is determined based on the minimum matrix solution. The process of distributing pitch control torque and roll control torque to the active control force of the vehicle's active suspension is transformed into an overdrive distribution problem, and the accuracy of the active control force distributed to the active suspension is improved by designing corresponding algorithms, weights, parameters, etc.

[0200] For example, based on the first embodiment of the vehicle suspension control method of this application described above, another embodiment is proposed, wherein the method further includes:

[0201] Step i: Determine whether the control effect of the active suspension outputting the active control force meets the preset effect;

[0202] Step j: If not satisfied, adjust the magnitude of the active control force and return to the step of determining whether the control effect when the active suspension outputs the active control force meets the preset effect, so as to iteratively optimize the magnitude of the active control force until the output effect meets the preset effect.

[0203] After the active control force is calculated through the above embodiments, the vehicle's control system will control the corresponding active suspension to output an active control force of the same magnitude according to the magnitude of the active control force, thereby synchronously adjusting the vehicle's current pitch angle and current roll angle, while ensuring that the vehicle is in a steady roll state.

[0204] However, the active control force calculated and distributed to each active suspension may not meet the control requirements. That is, when the active suspension is controlled according to the calculated active control force, the pitch angle and roll angle of the vehicle may still be greater than the preset pitch angle threshold and the preset roll angle threshold. Therefore, it is still necessary to further adjust the active control force to calculate the magnitude of the active control force in order to control the magnitude of the pitch angle and roll angle of the vehicle.

[0205] For example, the step of adjusting the magnitude of the active control force if the condition is not met includes:

[0206] Step k: If not satisfied, adjust the magnitude of the active control force within the preset adjustment parameter range, and return to the step of determining whether the control effect when the active suspension outputs the active control force satisfies the preset effect;

[0207] Step 1: If, based on the adjusted active control force, the current pitch angle of the vehicle is controlled to be less than or equal to a preset pitch angle threshold, and the current roll angle of the vehicle is less than or equal to a preset roll angle threshold, then the output effect is determined to satisfy the preset effect.

[0208] The control effect of the active suspension outputting active control force is the control effect of the vehicle's pitch and roll angles. If the control effect does not meet the preset effect, it is determined that the active control force needs to be adjusted.

[0209] Specifically, when the output effect meets the preset effect, it is necessary to control the vehicle's current pitch angle to be less than or equal to the preset pitch angle threshold, and the vehicle's current roll angle to be less than or equal to the preset roll angle threshold.

[0210] When adjusting the active control force, a certain adjustment range for the active control force can be preset. For example, the adjustment range can be set to the magnitude of the fluctuation of the active control force by a certain value, and the active suspension can be controlled to output the corresponding adjusted active control force. That is, within the preset adjustment parameter range, the magnitude of the active control force is adjusted, and after adjustment, the adjusted active control force is used to determine whether the control effect when the active suspension outputs the active control force meets the preset effect.

[0211] When adjusting the active control force, it is necessary to consider the active control force output from all active suspensions of the vehicle. At the same time, it is also necessary to comprehensively consider the simultaneous reduction of the vehicle's roll and pitch angles to achieve the effect of dynamic balance of the vehicle body. That is, each time the active control force is adjusted, the active control force corresponding to the active suspension at each of the four wheels must be adjusted simultaneously. During the adjustment process, the tilt direction of the vehicle body caused by the current pitch and roll angles will dynamically change. For example, when the vehicle is turning, due to the centrifugal force, the load on the four wheels is unbalanced. The load on the outer front wheel of the curve is the largest, the load on the outer rear wheel and the inner front wheel of the curve is in the middle, and the load on the inner rear wheel of the curve is the smallest. Different active control forces need to be set according to the force conditions at different positions of the vehicle.

[0212] Since the vehicle is controlled by four active control forces, if any one of the active control forces is too small or too large, the current roll angle and / or pitch angle of the vehicle will be greater than the corresponding threshold. Therefore, when adjusting the active control forces, the active control forces can be reduced or increased.

[0213] It should be noted that during the adjustment of the active control force, the output effect of the active suspension corresponding to the adjusted active control force is continuously determined in a cyclical manner according to the preset adjustment parameter range to determine whether it meets the preset effect. At this time, in order to determine the adjustment tendency of the active control force (increasing or decreasing the active control force), the changes of the current roll angle and the current pitch angle of the vehicle after each adjustment of the active control force can be collected during multiple adjustments. Based on these changes, the adjustment tendency of increasing or decreasing the active control force can be determined. For example, if all four active control forces are increased and the current roll angle and the current pitch angle both decrease, then the active control force is further increased.

[0214] In this embodiment, it is determined whether the control effect of the active suspension outputting the active control force meets a preset effect. If not, the magnitude of the active control force is adjusted, and the process returns to the step of determining whether the control effect of the active suspension outputting the active control force meets the preset effect, to iteratively optimize the magnitude of the active control force until the output effect meets the preset effect. That is, the process of adjusting the active control force is equivalent to the iterative optimization process of the active control force calculated in the above embodiment, thereby ensuring that the active control force output by the active suspension can effectively and synchronously adjust the pitch and roll angles, thus ensuring the control effect on the vehicle and improving the stability of the vehicle during driving.

[0215] In addition, this application also provides a vehicle suspension control device, the vehicle suspension control device comprising:

[0216] The first determining module is used to obtain the vehicle's current pitch angle and current roll angle;

[0217] The calculation module is used to calculate the vehicle control parameters based on the vehicle state parameters and the current pitch angle and current roll angle.

[0218] The second determining module is used to determine the active control force that the active suspension of the vehicle needs to output based on the vehicle control parameters; wherein the vehicle state parameters include lateral acceleration, and the vehicle control parameters include pitch control torque and roll control torque.

[0219] For example, the device further includes:

[0220] The third determining module is used to determine whether the control effect when the active suspension outputs the active control force meets the preset effect;

[0221] The loop module is used to adjust the magnitude of the active control force if the condition is not met, and return to the step of determining whether the control effect when the active suspension outputs the active control force meets the preset effect, so as to iteratively optimize the magnitude of the active control force until the output effect meets the preset effect.

[0222] For example, the loop module includes:

[0223] The adjustment submodule is used to adjust the magnitude of the active control force within a preset adjustment parameter range if the condition is not met, and then return to the step of determining whether the control effect when the active suspension outputs the active control force meets the preset effect.

[0224] The judgment submodule is used to determine that the output effect satisfies the preset effect if, based on the adjusted active control force, the current pitch angle of the vehicle is less than or equal to a preset pitch angle threshold, and the current roll angle of the vehicle is less than or equal to a preset roll angle threshold.

[0225] For example, the computing module includes:

[0226] The first determining submodule is used to determine the reference roll angle and the reference pitch angle of the vehicle based on the lateral acceleration, the preset gradient coefficient and the preset vehicle roll dynamics model.

[0227] The calculation submodule is used to calculate the pitch control torque and roll control torque for synchronously adjusting the pitch angle and the roll angle based on the preset torque calculation formula, the first difference between the reference roll angle and the current roll angle, and the second difference between the reference pitch angle and the current pitch angle; wherein, the preset gradient coefficient includes the roll gradient coefficient and the pitch gradient coefficient; the vehicle state parameters also include the front wheel track, the rear wheel track, the first distance from the front axle of the vehicle to the center of gravity of the vehicle, and the second distance from the rear axle of the vehicle to the center of gravity of the vehicle.

[0228] For example, the first determining submodule includes:

[0229] The first determining unit is used to determine the reference roll angle of the vehicle based on the lateral acceleration, the roll gradient coefficient, and a preset vehicle roll dynamics model.

[0230] The second determining unit is used to determine the reference pitch angle of the vehicle based on the reference roll angle and the pitch gradient coefficient.

[0231] For example, the second determining module includes:

[0232] A generation submodule is used to generate an over-allocation drive matrix based on the torque matrix determined by the pitch control torque and the roll control torque, the active control force matrix determined by the active control force to be solved, and the constraint condition matrix determined by the front wheel spacing, the rear wheel spacing, the first distance, and the second distance.

[0233] The second determining submodule is used to determine the virtual control quantity matrix and the actual control quantity matrix based on the over-allocation driving matrix;

[0234] The acquisition submodule is used to acquire the first weight of the virtual control quantity matrix and the second weight of the actual control quantity matrix, as well as the maximum and minimum values ​​of the actual control quantity matrix.

[0235] The solution submodule is used to solve the actual control quantity matrix based on the first weight, the second weight, the actual control quantity matrix and the virtual control quantity matrix, the maximum value of the matrix and the minimum value of the matrix, to obtain multiple sets of target matrix solutions;

[0236] The third determining submodule is used to select the minimum matrix solution from the multiple sets of target matrix solutions, and determine the active control force that the vehicle's active suspension needs to output based on the minimum matrix solution.

[0237] For example, the solution submodule includes:

[0238] The solving unit is used to solve the actual control quantity matrix to obtain multiple sets of initial matrix solutions;

[0239] The first calculation unit is used to calculate the range of values ​​for the multiple initial matrix solutions based on the maximum value of the matrix, the minimum value of the matrix, and the preset expected control quantity matrix.

[0240] An iterative unit is used to perform least squares iteration on the multiple sets of initial matrix solutions according to the range of values ​​to obtain multiple sets of target matrix solutions.

[0241] The specific implementation of the vehicle suspension control device in this application is basically the same as the embodiments of the above-mentioned vehicle suspension control method, and will not be repeated here.

[0242] In addition, this application also provides a vehicle suspension control device. For example... Figure 4 As shown, Figure 4 This is a schematic diagram of the hardware operating environment involved in the embodiments of this application.

[0243] For example, Figure 4This can be a structural diagram of the hardware operating environment of the vehicle suspension control equipment.

[0244] like Figure 4 As shown, the vehicle suspension control device may include a processor 401, a communication interface 402, a memory 403, and a communication bus 404. The processor 401, the communication interface 402, and the memory 403 communicate with each other through the communication bus 404. The memory 403 is used to store computer programs. When the processor 401 executes the program stored in the memory 403, it implements the steps of the vehicle suspension control method.

[0245] The communication bus 404 mentioned in the aforementioned vehicle suspension control equipment can be a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, a CAN (Controller Area Network) bus, or a CANFD (Controller Area Network Flexible Data Rate) bus protocol, etc. This communication bus 404 can be divided into an address bus, a data bus, and a control bus, etc. For ease of illustration, it is represented by only one thick line in the figure, but this does not indicate that there is only one bus or one type of bus.

[0246] Communication interface 402 is used for communication between the aforementioned vehicle suspension control equipment and other equipment.

[0247] The memory 403 may include random access memory (RMD) or non-volatile memory (NM), such as at least one disk storage device. Optionally, the memory 403 may also be at least one storage device located remotely from the aforementioned processor 401.

[0248] The processor 401 mentioned above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0249] The specific implementation of the vehicle suspension control device in this application is basically the same as the embodiments of the above-described vehicle suspension control method, and will not be repeated here.

[0250] Furthermore, embodiments of this application also propose a computer-readable storage medium storing a vehicle suspension control program, which, when executed by a processor, implements the steps of the vehicle suspension control method described above.

[0251] The specific implementation of the computer-readable storage medium in this application is basically the same as the embodiments of the vehicle suspension control method described above, and will not be repeated here.

[0252] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0253] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0254] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0255] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle suspension control method characterized by, The vehicle suspension control method includes the following steps: Obtain the vehicle's current pitch and roll angles; Based on the vehicle's state parameters, the current pitch angle, and the current roll angle, the vehicle control parameters are calculated. Based on the vehicle control parameters, determine the active control force that the vehicle's active suspension needs to output; The vehicle state parameters include lateral acceleration, and the vehicle control parameters include pitch control torque and roll control torque. The step of calculating the vehicle control parameters based on the vehicle's state parameters, the current pitch angle, and the current roll angle includes: Based on the lateral acceleration, the preset gradient coefficient, and the vehicle dynamics model, the reference roll angle and the reference pitch angle of the vehicle are determined. The preset gradient coefficient is used to reduce the roll amplitude under the same lateral acceleration. Based on the first difference between the reference roll angle and the current roll angle, and the second difference between the reference pitch angle and the current pitch angle, the pitch control torque for adjusting the pitch angle and the roll control torque for controlling the roll angle are calculated.

2. The vehicle suspension control method according to claim 1, characterized by, The preset gradient coefficients include the roll gradient coefficient and the pitch gradient coefficient; The step of determining the reference roll angle and the reference pitch angle of the vehicle based on the lateral acceleration, the preset gradient coefficient, and the vehicle dynamics model includes: The reference roll angle of the vehicle is determined based on the lateral acceleration, the roll gradient coefficient, and the vehicle dynamics model. The reference pitch angle of the vehicle is determined based on the reference roll angle and the pitch gradient coefficient.

3. The vehicle suspension control method of claim 1 wherein, The vehicle status parameters also include the front wheel track, the rear wheel track, the first distance from the front axle of the vehicle to the center of gravity of the vehicle, and the second distance from the rear axle of the vehicle to the center of gravity. The step of determining the active control force that the vehicle's active suspension needs to output based on the vehicle control parameters includes: An over-distribution drive matrix is ​​generated based on the torque matrix determined by the pitch control torque and the roll control torque, the active control force matrix determined by the active control force to be solved, and the constraint condition matrix determined by the front wheel spacing, the rear wheel spacing, the first distance, and the second distance. Based on the over-allocation drive matrix, determine the virtual control quantity matrix and the actual control quantity matrix; Obtain the first weight of the virtual control quantity matrix and the second weight of the actual control quantity matrix, and obtain the maximum and minimum values ​​of the actual control quantity matrix; Based on the first weight, the second weight, the actual control quantity matrix and the virtual control quantity matrix, the maximum value of the matrix and the minimum value of the matrix, the actual control quantity matrix is ​​solved to obtain multiple sets of target matrix solutions; The smallest matrix solution is selected from the multiple sets of target matrix solutions, and the active control force required for the vehicle's active suspension is determined based on the smallest matrix solution.

4. The vehicle suspension control method of claim 3 wherein, The step of solving the actual control quantity matrix to obtain multiple sets of target matrix solutions includes: Solving the actual control quantity matrix yields multiple sets of initial matrix solutions; Based on the maximum value of the matrix, the minimum value of the matrix, and the preset expected control matrix, the range of values ​​for the multiple initial matrix solutions is calculated. Based on the range of values, the least squares method is used to iterate the multiple sets of initial matrix solutions to obtain multiple sets of target matrix solutions.

5. The vehicle suspension control method of claim 1 wherein, After determining the active control force that the vehicle's active suspension needs to output based on the vehicle control parameters, the process includes: Determine whether the control effect when the active suspension outputs the active control force meets the preset effect; If the condition is not met, the magnitude of the active control force is adjusted, and the process returns to the step of determining whether the control effect when the active suspension outputs the active control force meets the preset effect, so as to iteratively optimize the magnitude of the active control force until the output effect meets the preset effect.

6. The vehicle suspension control method of claim 5 wherein, If the condition is not met, the step of adjusting the magnitude of the active control force includes: If not satisfied, the magnitude of the active control force is adjusted within the preset adjustment parameter range, and the process returns to the step of determining whether the control effect when the active suspension outputs the active control force satisfies the preset effect. If, based on the adjusted active control force, the current pitch angle of the vehicle is controlled to be less than or equal to a preset pitch angle threshold, and the current roll angle of the vehicle is less than or equal to a preset roll angle threshold, then the output effect is determined to satisfy the preset effect.

7. A vehicle suspension control device, characterized by comprising: The vehicle suspension control device includes: The first determining module is used to obtain the vehicle's current pitch angle and current roll angle; The calculation module is used to calculate the vehicle control parameters based on the vehicle state parameters and the current pitch angle and current roll angle. The second determining module is used to determine the active control force that the active suspension of the vehicle needs to output based on the vehicle control parameters; wherein the vehicle state parameters include lateral acceleration, and the vehicle control parameters include pitch control torque and roll control torque; The computing module includes: The first determining submodule is used to determine the reference roll angle and the reference pitch angle of the vehicle based on the lateral acceleration, the preset gradient coefficient and the vehicle dynamics model. The preset gradient coefficient is used to reduce the roll amplitude under the same lateral acceleration. The calculation submodule is used to calculate the pitch control torque for adjusting the pitch angle and the roll control torque for controlling the roll angle based on the first difference between the reference roll angle and the current roll angle and the second difference between the reference pitch angle and the current pitch angle.

8. A vehicle suspension control apparatus characterized by comprising: The device includes: a memory, a processor, and a vehicle suspension control program stored in the memory and executable on the processor, the vehicle suspension control program being configured to implement the steps of the vehicle suspension control method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a vehicle suspension control program, which, when executed by a processor, implements the steps of the vehicle suspension control method as described in any one of claims 1 to 6.

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