Multi-axle vehicle posture updating adjustment method and device, equipment and storage medium

Abstract

This invention discloses a method, apparatus, device, and storage medium for updating and adjusting the attitude of a multi-axle vehicle. The method includes determining a first proportional coefficient for each suspension based on the target adjustment change amount; determining a base amount of adjustment change for the entire vehicle suspension and a second proportional coefficient for each suspension based on the maximum adjustment change amount for each suspension; determining an adjustment coefficient for each suspension based on the first and second proportional coefficients; and determining the instantaneous target height for each suspension based on the base amount of adjustment change and the adjustment coefficients. The multi-axle vehicle attitude updating and adjusting method of this invention considers the maximum adjustment change amount of each suspension, i.e., the working capacity of the suspension, which can prevent suspension damage during dynamic adjustment, improve suspension durability and service life. Furthermore, it can ensure coordinated operation of each suspension, simultaneously and synchronously reaching the steady-state target height during dynamic adjustment, and ensuring vehicle stability and ride comfort.

Description

Technical Field

[0001] This invention relates to the field of hydraulic suspension technology, and in particular to a method, apparatus, device, and storage medium for updating and adjusting the attitude of a multi-axle vehicle. Background Technology

[0002] The suspension system transmits forces and torques between the wheels and the chassis, reducing the impact of uneven road surfaces on the vehicle body and adjusting the vehicle's posture in a timely manner. The suspension is a crucial component of a car, and hydraulic suspension is an important type of suspension system. When a car encounters complex road conditions, hydraulic suspension dynamically adjusts the vehicle's height to ensure safety and stability.

[0003] When the hydraulic suspension is dynamically adjusted, if the height changes of the suspension in different places are not coordinated, the vehicle body posture may become abnormal. For multi-axle vehicles, uneven changes in vehicle height can lead to vehicle instability. Summary of the Invention

[0004] In view of the above-mentioned defects or improvement needs of the prior art, the purpose of this invention is to provide a method, device, equipment and storage medium for updating and adjusting the attitude of a multi-axle vehicle.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] This invention provides a method for updating and adjusting the attitude of a multi-axle vehicle, comprising the following steps:

[0007] Based on the target adjustment change of each suspension, determine the first proportional coefficient of each suspension;

[0008] Based on the maximum adjustment change of each suspension, determine the basic adjustment change of the whole vehicle suspension and the second proportional coefficient of each suspension.

[0009] Based on the first proportional coefficient and the second proportional coefficient, determine the adjustment coefficient for each suspension.

[0010] The instantaneous target height of each suspension is determined based on the basic amount of adjustment change and the adjustment coefficient.

[0011] Furthermore, the step of determining the first proportional coefficient of each suspension based on the target adjustment change of each suspension also includes:

[0012] Based on the instantaneous target height and steady-state target height of each suspension at the previous moment, determine the target adjustment change for each suspension:

[0013] ΔH(k) i =H i -H(k-1) i ;

[0014] Where, ΔH(k) i H represents the target adjustment change of the i-th suspension at time K. i Let H(k-1) be the steady-state target height of the i-th suspension. i Let be the instantaneous target height of the i-th suspension at time K-1.

[0015] Furthermore, the step of determining the first proportional coefficient of each suspension based on the target adjustment change of each suspension includes:

[0016] Based on the target adjustment change, the total target adjustment change of the vehicle suspension is determined, wherein the total target adjustment change includes the total target upward adjustment change and the total target downward adjustment change of the vehicle suspension.

[0017]

[0018] Based on the target adjustment change amount and the target adjustment total amount, determine the first proportional coefficient for each suspension:

[0019]

[0020] Where, ΔH(k) up The target upward adjustment change of the entire vehicle suspension is ΔH(k). down Let ΔH(k) represent the total downward adjustment of the entire vehicle suspension. i} represents the sign of the target adjustment change for the i-th suspension, n is the number of suspensions in the vehicle, and β(k) i It is the first proportional coefficient of the i-th suspension.

[0021] Furthermore, the step of determining the base amount of adjustment change for the entire vehicle suspension and the second proportional coefficient for each suspension based on the maximum adjustment change of each suspension includes:

[0022] Determine the maximum adjustment change of the entire vehicle suspension based on the maximum adjustment change of each suspension component:

[0023]

[0024] Based on the maximum adjustment change of the vehicle suspension and the target total adjustment change, determine the base amount of adjustment change to be performed on the vehicle suspension:

[0025]

[0026] Where, ΔH upmax ΔH represents the maximum upward adjustment of the vehicle suspension. downmax ΔH represents the maximum downward adjustment of the vehicle suspension. upmaxiLet ΔH be the maximum upward adjustment change of the i-th suspension. downmax Let ΔH1 be the maximum downward adjustment change of the i-th suspension. upmax The basic amount of adjustment change for the upward movement of the vehicle suspension is ΔH1. downmax This is the basic amount of adjustment for the downward movement of the vehicle suspension.

[0027] Furthermore, the step of determining the base amount of adjustment change for the entire vehicle suspension and the second proportional coefficient for each suspension based on the maximum adjustment change of each suspension also includes:

[0028] Based on the maximum adjustment change of each suspension and the baseline adjustment change, determine the second proportional coefficient for each suspension:

[0029]

[0030] Where, γ(k) i It is the second proportional coefficient of the i-th suspension.

[0031] Further, the step of determining the adjustment coefficient of each suspension based on the first proportional coefficient and the second proportional coefficient includes:

[0032] Based on the first and second proportional coefficients, determine the third proportional coefficient for each suspension:

[0033]

[0034] Based on the first proportional coefficient and the third proportional coefficient, the adjustment coefficient for each suspension is determined:

[0035]

[0036] Where, τ(k) i Let β1(k) be the third proportional coefficient for the i-th suspension. i Let be the adjustment coefficient for the i-th suspension.

[0037] Further, the step of determining the instantaneous target height of each suspension based on the adjusted base amount and the adjustment coefficient includes:

[0038] Based on the adjustment coefficient and the basic amount of adjustment change, determine the amount of adjustment change for each suspension:

[0039]

[0040] Based on the adjustment change and the instantaneous target height of each suspension at the previous moment, determine the instantaneous target height of each suspension at the current moment:

[0041]

[0042] Where, ΔH1(k) i Let H(k) be the adjustment change for the i-th suspension. i Let be the instantaneous target height of the i-th suspension at time K.

[0043] The present invention also provides a multi-axis vehicle attitude update and adjustment device, comprising:

[0044] The first module is used to determine the first proportional coefficient of each suspension based on the target adjustment change of each suspension.

[0045] The second module is used to determine the basic amount of adjustment change to be performed on the whole vehicle suspension and the second proportional coefficient of each suspension based on the maximum adjustment change of each suspension.

[0046] The third module is used to determine the adjustment coefficient of each suspension based on the first proportional coefficient and the second proportional coefficient; and

[0047] The fourth module is used to determine the instantaneous target height of each suspension based on the basic amount of adjustment change and the adjustment coefficient.

[0048] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the multi-axle vehicle attitude update and adjustment method.

[0049] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the multi-axle vehicle attitude update and adjustment method.

[0050] The beneficial effects of this invention are:

[0051] The multi-axle vehicle attitude update and adjustment method of this invention determines a first proportional coefficient for each suspension based on the target adjustment change amount of each suspension. Based on the maximum adjustment change amount of each suspension, it determines the execution adjustment change baseline amount for the entire vehicle suspension and a second proportional coefficient for each suspension. Based on the first and second proportional coefficients, it determines the adjustment coefficient for each suspension. Finally, based on the execution adjustment change baseline amount and the adjustment coefficient, it determines the instantaneous target height of each suspension. This multi-axle vehicle attitude update and adjustment method of this invention considers the maximum adjustment change amount of each suspension, i.e., the working capacity of the suspension, which can prevent suspension damage during dynamic adjustment, improve suspension durability and service life. Furthermore, it can ensure coordinated operation of each suspension, simultaneously and synchronously reaching the steady-state target height during dynamic adjustment, and ensuring vehicle stability and ride comfort.

[0052] Additional aspects and advantages of this application will be set forth in part in the description which follows, and will become apparent from the description or may be learned by practice of this application. Attached Figure Description

[0053] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0054] Figure 1 This is a flowchart of the multi-axle vehicle attitude update and adjustment method of the present invention;

[0055] Figure 2 This is a schematic diagram of the multi-axis vehicle posture update and adjustment device of the present invention;

[0056] Figure 3 This is a schematic diagram of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0057] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0058] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0059] Those skilled in the art will understand that, unless otherwise stated, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the word “comprising” as used in the specification of this application means the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or combinations thereof.

[0060] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined as in the embodiments of this application.

[0061] This embodiment provides a method for updating and adjusting the attitude of a multi-axle vehicle, applicable to vehicles with hydraulic suspension.

[0062] like Figure 1 As shown, the multi-axle vehicle attitude update and adjustment method in this embodiment includes steps S10-S50.

[0063] S10. Based on the instantaneous target height and steady-state target height of each suspension at the previous moment, determine the target adjustment change for each suspension:

[0064] ΔH(k) i =H i -H(k-1) i ;

[0065] Where, ΔH(k) i H represents the target adjustment change of the i-th suspension at time K. i Let H(k-1) be the steady-state target height of the i-th suspension. i Let be the instantaneous target height of the i-th suspension at time K-1.

[0066] It is understandable that if ΔH(k) i If the value is greater than 0, it means that the steady-state target height of the i-th suspension is greater than the instantaneous target height of the previous moment. In this case, the height that the i-th suspension needs to rise to reach the steady-state target height is |ΔH(k). i |. If ΔH(k) i If the value is less than 0, it means that the steady-state target height of the i-th suspension is less than the instantaneous target height of the previous moment. In this case, the height that the i-th suspension needs to descend to reach the steady-state target height is |ΔH(k). i |. If ΔH(k) i If the value is 0, it means that the steady-state target height of the i-th suspension is equal to the instantaneous target height of the previous moment. In this case, the i-th suspension does not need to be adjusted in height.

[0067] To bring the vehicle body to a steady state, each suspension needs to complete the corresponding target adjustment change. In actual execution, the feasibility of the whole vehicle and each suspension also needs to be considered.

[0068] S20. Based on the target adjustment change of each suspension, determine the first proportional coefficient of each suspension.

[0069] Step S20 includes steps S201-S202.

[0070] S201. Based on the target adjustment changes of each suspension, determine the total target adjustment change of the entire vehicle suspension, wherein the total target adjustment change of the entire vehicle suspension includes the total target upward adjustment change and the total target downward adjustment change of the entire vehicle suspension:

[0071]

[0072] Where, ΔH(k) up The target upward adjustment change of the entire vehicle suspension is ΔH(k). down Let ΔH(k) represent the total downward adjustment of the entire vehicle suspension. i} represents the sign of the target adjustment change of the i-th suspension, and n is the number of suspensions in the whole vehicle.

[0073] It should be noted that if ΔH(k) i If it is greater than or equal to 0, then sign{ΔH(k)} i The value of} is 1. At this time, Equals 1, It equals 0; if ΔH(k) i If less than 0, then sign{ΔH(k)} i The value of} is -1. At this time, Equal to 0, It equals 1. Combining the calculation formula, it can be seen that the total target downward height change of the entire vehicle suspension is the sum of the target adjustment changes of the suspension that needs to be lowered, and the total target upward height change of the entire vehicle suspension is the sum of the target adjustment changes of the suspension that does not need to be lowered (including those that need to be raised and those that do not need to be raised or lowered).

[0074] S202. Based on the target adjustment change amount and the total target adjustment change amount, determine the first proportional coefficient for each suspension:

[0075]

[0076] Where, β(k) i It is the first proportional coefficient of the i-th suspension.

[0077] It is understandable that if ΔH(k) i If it is greater than or equal to 0, then:

[0078]

[0079] If ΔH(k) i If it is less than 0, then:

[0080]

[0081] It is understandable that for any suspension, β(k) i The value of is always greater than or equal to 0.

[0082] For a suspension that needs to be lowered, its first proportionality factor is the proportion of its target adjustment change to the total target downward adjustment change of the entire vehicle suspension; for a suspension that does not need to be lowered (including both raising and lowering), its first proportionality factor is the proportion of its target adjustment change to the total target upward adjustment change of the entire vehicle suspension.

[0083] In situations where differentiation is required, the first proportional coefficient for each suspension can also be expressed by the following formula:

[0084]

[0085] Where, βup(k) i Let βdown(k) be the first upward scaling factor for the i-th suspension. i Let be the first proportional coefficient for the downward movement of the i-th suspension.

[0086] If ΔH(k) i A value greater than or equal to 0, meaning for suspensions that do not require lowering (including those that require raising and those that do not require raising or lowering), includes:

[0087]

[0088] If ΔH(k) i Less than 0, meaning for suspensions that need to be lowered:

[0089]

[0090] Understandably, ΔH(k) down It is always less than 0, if ΔH(k) i If it is less than 0, then the corresponding βdown(k) i Greater than 0. That is, for any suspension, βup(k) i and βdown(k) i The value of is always greater than or equal to 0.

[0091] S30. Based on the maximum adjustment change of each suspension, determine the basic adjustment change of the whole vehicle suspension and the second proportional coefficient of each suspension.

[0092] Specifically, step S30 includes determining the base amount of the adjustment change to be performed on the vehicle suspension. Determining the base amount of the adjustment change to be performed on the vehicle suspension includes the following steps:

[0093] Determine the maximum adjustment change of the entire vehicle suspension based on the maximum adjustment change of each suspension component:

[0094]

[0095] Where, ΔH upmax ΔH represents the maximum upward adjustment of the vehicle suspension. downmax ΔH represents the maximum downward adjustment of the vehicle suspension. upmaxi Let ΔH be the maximum upward adjustment change of the i-th suspension. downmax This represents the maximum downward adjustment change of the i-th suspension.

[0096] It should be noted that in this embodiment, the maximum upward adjustment change and the maximum downward adjustment change of each suspension are both positive numbers. The maximum upward adjustment change of the whole vehicle suspension is the maximum capacity of all suspensions that do not need to descend (including those that need to ascend and those that do not need to ascend or descend) to perform an upward operation at the same time. The maximum downward adjustment change of the whole vehicle suspension is the maximum capacity of all suspensions that need to descend to perform a downward operation at the same time.

[0097] Furthermore, based on the maximum adjustment change and the target total adjustment change of the vehicle suspension, the base amount of the adjustment change to be performed on the vehicle suspension is determined:

[0098]

[0099] Wherein, ΔH1 upmax The basic amount of adjustment change for the upward movement of the vehicle suspension is ΔH1. downmax This is the basic amount of adjustment for the downward movement of the vehicle suspension.

[0100] For ease of representation, let:

[0101]

[0102]

[0103] The basic change for the adjustment of the entire vehicle suspension is as follows:

[0104]

[0105] Furthermore, it can be known that

[0106] ΔH downmax ·min(δ updownmax ,ρ(k) updown )≤ΔH downmax ·δ updownmax ;

[0107] ΔH downmax ·δ updownmax =ΔH upmax ;

[0108] Therefore, the basic amount of upward adjustment change of the entire vehicle suspension, ΔH1, can be obtained. upmax satisfy:

[0109] ΔH1 upmax ≤ΔH upmax ;

[0110] Furthermore, it can be seen that:

[0111]

[0112] Therefore, the basic amount of downward adjustment change of the entire vehicle suspension, ΔH1, can be obtained. downmax satisfy:

[0113] ΔH1 downmax ≤ΔH downmax ;

[0114] In summary:

[0115]

[0116] It can be seen that the adjustment range of the vehicle suspension will never exceed the maximum adjustment range of the vehicle suspension. Therefore, it can be ensured that the adjustment range of the vehicle suspension is within the range required by the mechanical structure.

[0117] Step S30 further includes determining a second proportional coefficient for each suspension, which includes the following steps:

[0118] The second proportional coefficient for each suspension is determined based on the maximum adjustment change and the baseline adjustment change for each suspension:

[0119]

[0120] Where, γ(k) i It is the second proportional coefficient of the i-th suspension.

[0121] If ΔH(k) i If it is greater than or equal to 0, then its corresponding second proportionality coefficient is:

[0122]

[0123] If ΔH(k) i If it is less than 0, then the corresponding second proportionality coefficient is:

[0124]

[0125] As can be seen, for suspensions that do not require lowering (including those that require raising and those that do not), their second proportionality coefficient is the proportion of their maximum upward adjustment change to the total maximum upward adjustment change of the entire vehicle suspension. For suspensions that require lowering, their second proportionality coefficient is the proportion of their maximum downward adjustment change to the total maximum downward adjustment change of the entire vehicle suspension. It can be understood that the second proportionality coefficient of each suspension represents the relative magnitude of its maximum operating capacity to the total maximum operating capacity of the entire vehicle suspension.

[0126] Understandably, γ(k) i The value of is always greater than or equal to 0.

[0127] S40. Determine the adjustment coefficients for each suspension based on the first and second proportional coefficients.

[0128] Specifically, step S40 includes the following steps:

[0129] Based on the first and second proportional coefficients, determine the third proportional coefficient for each suspension:

[0130]

[0131] Based on the first and third proportional coefficients, determine the adjustment coefficients for each suspension component:

[0132]

[0133] Where, τ(k) i Let β1(k) be the third proportional coefficient for the i-th suspension. i Let be the adjustment coefficient for the i-th suspension.

[0134] For the adjustment coefficient β1(k) of each suspension... i ,have:

[0135]

[0136] S50. Determine the instantaneous target height of each suspension based on the basic change amount and adjustment coefficient.

[0137] Specifically, step S50 includes the following steps:

[0138] Based on the adjustment coefficient and the base amount of the adjustment change, determine the amount of adjustment change to be performed for each suspension:

[0139]

[0140] Where, if ΔH(k) i If it is greater than or equal to 0, then the corresponding adjustment amount is:

[0141] ΔH1(k)i =β1(k) i ·ΔH1 upmax ;

[0142] Furthermore, due to β1(k) i Always less than or equal to γ(k) i Then the adjustment change satisfies:

[0143] ΔH1(k) i ≤γ(k) i ·ΔH1 upmax =ΔH upmaxi ;

[0144] If ΔH(k) i If it is less than 0, then the corresponding adjustment amount is:

[0145] ΔH1(k) i =β1(k) i ·ΔH1 downmax ;

[0146] Furthermore, due to β1(k) i Always less than or equal to γ(k) i Then the adjustment change satisfies:

[0147] |ΔH1(k) i |≤γ(k) i ·|ΔH1 downmax |=|ΔH downmaxi |;

[0148] It is understandable that the value of the adjustment change of each suspension is less than the value of its maximum downward adjustment change. This can prevent the adjustment range of each suspension from exceeding the range required by its mechanical structure, thereby avoiding damage to the suspension during dynamic adjustment and improving the durability and service life of the vehicle suspension.

[0149] Based on the adjustment change and the instantaneous target height of each suspension at the previous moment, determine the instantaneous target height of each suspension at the current moment:

[0150]

[0151] Where, ΔH1(k) i Let H(k) be the adjustment change for the i-th suspension. i Let be the instantaneous target height of the i-th suspension at time K.

[0152] It is understood that in this embodiment, each suspension is dynamically adjusted according to the instantaneous target height at the current moment.

[0153] For a suspension that needs to rise or fall, the time it takes to reach the steady-state target height is:

[0154]

[0155] Among them, t i Δt represents the time it takes for the i-th suspension to reach the steady-state target height, and Δt represents the time of one mission cycle.

[0156] Where, if ΔH(k) i If the value is greater than 0, then the corresponding time to reach the steady-state target altitude is:

[0157]

[0158] Furthermore:

[0159]

[0160] That is, for all suspensions that need to rise, the time it takes for them to rise to the steady-state target height is the same.

[0161] If ΔH(k) i If the value is less than 0, then the corresponding time to reach the steady-state target altitude is:

[0162]

[0163] Furthermore:

[0164]

[0165] Furthermore:

[0166]

[0167] That is, for all suspensions that need to descend, the time it takes for them to descend to the steady-state target height is the same.

[0168] It can be seen that for ΔH(k) i Greater than 0 and ΔH(k) i For all less than 0, t i The value is It is understandable that for all suspensions that need to rise or fall, the time it takes for them to rise or fall to the steady-state target height is the same. Therefore, all the suspensions that need to rise or fall work together to reach the steady-state target height synchronously.

[0169] The multi-axle vehicle attitude update and adjustment method in this embodiment determines a first proportional coefficient for each suspension based on the target adjustment change amount. It then determines the base amount of adjustment change for the entire vehicle suspension and a second proportional coefficient for each suspension based on the maximum adjustment change amount for each suspension. Finally, it determines the adjustment coefficient for each suspension based on the first and second proportional coefficients, and finally determines the instantaneous target height for each suspension based on the base amount of adjustment change and the adjustment coefficients. This multi-axle vehicle attitude update and adjustment method in this embodiment considers the working capacity of each suspension, avoids suspension damage, and improves suspension durability and service life. Furthermore, it ensures coordinated operation of each suspension, enabling simultaneous and synchronous attainment of the steady-state target height during dynamic adjustments while maintaining vehicle stability and ride comfort.

[0170] This embodiment also provides a multi-axle vehicle posture update and adjustment device.

[0171] A schematic diagram of the multi-axle vehicle attitude update and adjustment device provided in this embodiment is shown below. Figure 2 As shown, it includes a first module 21, a second module 22, a third module 23, and a fourth module 24.

[0172] The first module 21 is used to determine the first proportional coefficient of each suspension based on the target adjustment change of each suspension.

[0173] The second module 22 is used to determine the basic amount of adjustment change to be performed on the whole vehicle suspension and the second proportional coefficient of each suspension based on the maximum adjustment change of each suspension.

[0174] The third module 23 is used to determine the adjustment coefficient of each suspension based on the first proportional coefficient and the second proportional coefficient.

[0175] The fourth module 24 is used to determine the instantaneous target height of each suspension based on the execution adjustment change base quantity and adjustment coefficient.

[0176] It should be noted that in practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. Furthermore, the device and method embodiments provided in the above embodiments belong to the same concept, and their specific implementation processes are detailed in the method embodiments, and will not be repeated here.

[0177] This embodiment also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement a multi-axle vehicle attitude update and adjustment method.

[0178] Figure 3This application provides a schematic diagram of an electronic device 300, which includes a processor 301, a memory 302, and a bus 303. The processor 301 and the memory 302 communicate via the bus 303, or via other means such as wireless transmission. The memory 302 stores instructions, and the processor 301 executes the instructions stored in the memory 302. The memory 302 stores program code, and the processor 301 can call the program code stored in the memory 302 to perform the following operations:

[0179] Based on the target adjustment change of each suspension, determine the first proportional coefficient of each suspension; based on the maximum adjustment change of each suspension, determine the execution adjustment change basis of the whole vehicle suspension and the second proportional coefficient of each suspension; based on the first proportional coefficient and the second proportional coefficient, determine the adjustment coefficient of each suspension; based on the execution adjustment change basis and the adjustment coefficient, determine the instantaneous target height of each suspension.

[0180] Optionally, Figure 3 The illustrated electronic device 300 also includes memory and a communication interface. Figure 3 (Not shown in the image), wherein memory may be physically integrated with the processor, or exist within the processor or as a separate unit. Computer programs may be stored in memory or storage. Optionally, computer program code (e.g., kernel, program to be debugged, etc.) stored in storage is copied to memory and then executed by the processor.

[0181] It should be understood that, in the embodiments of this application, the processor 301 may be a central processing unit (CPU), or it may be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), or programmable logic devices (PLDs). The PLD may be a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof. Alternatively, the processor 301 may be other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0182] The memory 302 may include read-only memory and random access memory, and provides instructions, programs, and data to the processor 301. For example, the program may include program code that includes computer operation instructions. The memory 302 may also include non-volatile random access memory. For example, the memory 302 may also store device type information.

[0183] The memory 302 can be volatile memory or non-volatile memory, or it can include both. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM).

[0184] In addition to the data bus, bus 303 may also include an address bus, power bus, control bus, and status signal bus. Bus 303 can be a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, a Controller Area Network (CAN) bus, an automotive Ethernet bus, or other internal bus implementations. Figure 3 The connections of the various devices / equipment shown are illustrated. However, for clarity, [the following is omitted]. Figure 3 All buses are labeled as Bus 303. For ease of representation, Figure 3The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0185] This embodiment also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements a method for updating and adjusting the attitude of a multi-axle vehicle.

[0186] It should be understood that although the steps in the flowcharts of the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the accompanying figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0187] The above description is only a partial embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A multi-axle vehicle attitude update adjustment method, characterized by, Includes the following steps: Based on the target adjustment change of each suspension, determine the first proportional coefficient of each suspension; for suspensions that need to be lowered, its first proportional coefficient is the proportion of its target adjustment change to the total target downward adjustment change of the whole vehicle suspension; for suspensions that do not need to be lowered, its first proportional coefficient is the proportion of its target adjustment change to the total target upward adjustment change of the whole vehicle suspension. Based on the maximum adjustment change and the target total adjustment change of the whole vehicle suspension, determine the basic adjustment change of the whole vehicle suspension; based on the maximum adjustment change and the basic adjustment change of each suspension, determine the second proportional coefficient of each suspension; for suspensions that do not need to be lowered, its second proportional coefficient is the proportion of its maximum upward adjustment change in the maximum upward adjustment change of the whole vehicle suspension; for suspensions that need to be lowered, its second proportional coefficient is the proportion of its maximum downward adjustment change in the maximum downward adjustment change of the whole vehicle suspension. Based on the first proportional coefficient and the second proportional coefficient, determine the adjustment coefficient for each suspension. The instantaneous target height of each suspension is determined based on the basic amount of adjustment change and the adjustment coefficient.

2. The multi-axle vehicle attitude update and adjustment method as described in claim 1, characterized in that, Before the step of determining the first proportional coefficient of each suspension based on the target adjustment amount of each suspension, the method further includes: Based on the instantaneous target height and steady-state target height of each suspension at the previous moment, determine the target adjustment change for each suspension: ； in, For time k, the first... The target adjustment change for each suspension. For the first The steady-state target height of the suspension. For time k-1, the... The instantaneous target height of the suspension.

3. The multi-axle vehicle attitude update and adjustment method as described in claim 1, characterized in that, The step of determining the first proportional coefficient of each suspension based on the target adjustment change of each suspension includes: Based on the target adjustment change, the total target adjustment change of the vehicle suspension is determined, wherein the total target adjustment change includes the total target upward adjustment change and the total target downward adjustment change of the vehicle suspension. ； Based on the target adjustment change amount and the target adjustment total amount, determine the first proportional coefficient for each suspension: ； in, The total upward adjustment change for the entire vehicle suspension. This represents the total downward adjustment change for the entire vehicle's suspension. For the first The sign of the target adjustment change of the suspension. The number of suspension units in the entire vehicle. For the first The first proportional coefficient of the suspension.

4. The multi-axle vehicle attitude update and adjustment method as described in claim 1, characterized in that, The step of determining the base amount of adjustment change for the entire vehicle suspension and the second proportional coefficient for each suspension based on the maximum adjustment change of each suspension includes: Determine the maximum adjustment change of the entire vehicle suspension based on the maximum adjustment change of each suspension component: ; Based on the maximum adjustment change of the vehicle suspension and the target total adjustment change, determine the base amount of adjustment change to be performed on the vehicle suspension: ； in, This represents the maximum upward adjustment of the vehicle's suspension. This represents the maximum downward adjustment of the vehicle's suspension. For the first The maximum upward adjustment change of each suspension. For the first The maximum downward adjustment of each suspension. This is the basic amount of adjustment for the upward movement of the vehicle suspension. This is the basic amount of adjustment for the downward movement of the vehicle suspension.

5. The multi-axle vehicle attitude update and adjustment method as described in claim 4, characterized in that, The step of determining the base amount of adjustment change for the entire vehicle suspension and the second proportional coefficient for each suspension based on the maximum adjustment change of each suspension further includes: Based on the maximum adjustment change of each suspension and the baseline adjustment change, determine the second proportional coefficient for each suspension: ； in, For the first The second proportional coefficient of the suspension.

6. The multi-axle vehicle attitude update and adjustment method as described in claim 1, characterized in that, The step of determining the adjustment coefficient of each suspension based on the first proportional coefficient and the second proportional coefficient includes: Based on the first and second proportional coefficients, determine the third proportional coefficient for each suspension: ； Based on the first proportional coefficient and the third proportional coefficient, the adjustment coefficient for each suspension is determined: ； in, For the first The third proportional coefficient of the suspension, For the first The adjustment coefficient of each suspension.

7. The multi-axle vehicle attitude update and adjustment method as described in claim 2, characterized in that, The step of determining the instantaneous target height of each suspension based on the adjustment base amount and the adjustment coefficient includes: Based on the adjustment coefficient and the basic amount of adjustment change, determine the amount of adjustment change for each suspension: ； Based on the adjustment change and the instantaneous target height of each suspension at the previous moment, determine the instantaneous target height of each suspension at the current moment: ； in, For the first The amount of adjustment change performed by each suspension unit. For the Kth time, the The instantaneous target height of the suspension.

8. A multi-axle vehicle attitude update and adjustment device, used to implement the multi-axle vehicle attitude update and adjustment method as described in any one of claims 1-7, characterized in that, include: The first module is used to determine the first proportional coefficient of each suspension based on the target adjustment change of each suspension. The second module is used to determine the basic amount of adjustment change to be performed on the whole vehicle suspension and the second proportional coefficient of each suspension based on the maximum adjustment change of each suspension. The third module is used to determine the adjustment coefficient of each suspension based on the first proportional coefficient and the second proportional coefficient. as well as The fourth module is used to determine the instantaneous target height of each suspension based on the basic amount of adjustment change and the adjustment coefficient.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the multi-axle vehicle attitude update and adjustment method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the multi-axle vehicle attitude update and adjustment method as described in any one of claims 1-7.

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