Vehicle anti-lifting head control method, device and equipment and storage medium

Abstract

A vehicle anti-nodding control method, device, equipment and computer readable storage medium, comprising: determining the current working condition information of the vehicle, the working condition information including acceleration and deceleration working condition and slope working condition; calculating the movement speed of each shock absorber by respectively performing discrete differential derivation on the real-time height values of the four suspensions of the vehicle; calculating the required damping force of each shock absorber according to the speed, actual acceleration and acceleration and deceleration working condition of the vehicle or according to the current slope value and slope working condition of the vehicle; determining the current of the electromagnetic valve of each shock absorber according to the movement speed of each shock absorber and the required damping force of each shock absorber, to realize the anti-nodding control of the vehicle, to realize the suppression of the nodding and lifting actions of the vehicle in the process of slope working condition or acceleration and deceleration working condition, and to bring better driving experience to the user.

Description

Technical Field

[0001] This application relates to the field of vehicle control, specifically to a control method, device, equipment, and computer-readable storage medium for preventing vehicle head-up. Background Technology

[0002] With the development of automotive technology, the configuration rate of electronically controlled shock absorbers in passenger vehicles is gradually increasing. Vehicles equipped with electronically controlled shock absorbers can adjust the damping force of the shock absorbers in real time during driving, thereby controlling the stiffness of the suspension and providing users with a good driving experience. However, when the vehicle accelerates or decelerates rapidly, or is on a large slope, the vehicle body will experience significant pitch or acceleration changes. For example, during rapid acceleration or uphill driving, the front of the car will lift up and the rear will drop; during rapid deceleration or downhill driving, the front of the car will drop and the rear will lift up, which will bring a poor user experience. Summary of the Invention

[0003] This application provides a control method, device, equipment, and computer-readable storage medium for preventing vehicle pitching-out, which can solve the technical problem in the prior art where the vehicle pitches-out when it accelerates or decelerates rapidly or is on a large slope, resulting in a poor user experience.

[0004] In a first aspect, the vehicle anti-head-up control method provided in the embodiments of this application includes:

[0005] Determine the vehicle's current operating condition information, including acceleration / deceleration conditions and gradient conditions;

[0006] The motion speed of each shock absorber is calculated by performing discrete differentiation on the real-time height values ​​of the four suspensions of the vehicle.

[0007] The required damping force for each shock absorber is calculated based on the vehicle's speed, actual acceleration, and acceleration / deceleration conditions, or based on the vehicle's current gradient and gradient conditions.

[0008] Based on the movement speed of each shock absorber and the required damping force of each shock absorber, the current of the solenoid valve controlling each shock absorber is determined to achieve anti-nodding control of the vehicle.

[0009] In conjunction with the first aspect, in one embodiment, determining the current of the solenoid valve controlling each of the shock absorbers based on the movement speed of each shock absorber and the required damping force of each shock absorber to achieve vehicle anti-dive control includes:

[0010] Obtain the first preset formula;

[0011] Based on the first preset formula, the movement speed of each of the vibration dampers and the damping force required by each of the vibration dampers, the current of each of the vibration dampers is determined.

[0012] The current output of each shock absorber controls the solenoid valve of each shock absorber, thereby achieving anti-nodding control of the vehicle.

[0013] In conjunction with the first aspect, in one embodiment, calculating the required damping force for each shock absorber based on the acquired vehicle speed, actual vehicle acceleration, and acceleration / deceleration conditions, or based on the acquired current slope value and slope conditions, includes:

[0014] If the vehicle is currently in an acceleration / deceleration condition, the vehicle speed and the actual acceleration of the whole vehicle are obtained, and the damping coefficient of each shock absorber is obtained based on the vehicle speed and the actual acceleration of the whole vehicle.

[0015] Based on the damping coefficient of each shock absorber and the actual acceleration of the vehicle, the required damping force of each shock absorber is calculated. The required damping force of each shock absorber includes the required damping force of the front left, rear left, front right, and rear right shock absorbers.

[0016] Alternatively, if the vehicle is currently in a slope condition, the slope value is obtained, and the damping coefficient of each of the shock absorbers is obtained based on the slope value;

[0017] Based on the damping coefficient and slope value of each damper, the required damping force of each damper is calculated, wherein the required damping force of each damper includes left rear and right rear or left front and right front.

[0018] In conjunction with the first aspect, in one implementation, determining the vehicle's current operating condition information includes:

[0019] The acceleration condition is determined based on the actual vehicle acceleration, throttle opening signal, and first duration.

[0020] Based on the acquired actual vehicle acceleration, brake cylinder pressure signals, and first duration, the deceleration condition is determined.

[0021] Based on the obtained slope value, gear information, and second duration, determine whether it is an uphill or downhill working condition.

[0022] In conjunction with the first aspect, in one implementation, the actual acceleration of the vehicle is calculated based on the vehicle speed and a preset cycle value.

[0023] In conjunction with the first aspect, in one embodiment, the slope value is calculated based on the vehicle's acceleration and the actual acceleration of the entire vehicle.

[0024] In conjunction with the first aspect, in one implementation, the speed of the vehicle is calculated from the wheel speed of the vehicle.

[0025] Secondly, embodiments of this application provide a vehicle anti-pig bump control device, the vehicle anti-pig bump control device comprising:

[0026] The first determining module is used to determine the current operating condition information of the vehicle, including acceleration / deceleration conditions and gradient conditions.

[0027] The first calculation module is used to calculate the motion speed of each shock absorber by performing discrete differentiation on the real-time height values ​​of the four suspensions of the vehicle.

[0028] The second calculation module is used to calculate the damping force required by each shock absorber based on the speed of the vehicle, the actual acceleration of the vehicle and the acceleration / deceleration conditions, or based on the current slope value of the vehicle and the slope conditions.

[0029] The control module is used to determine the current of the solenoid valve of each shock absorber based on the movement speed of each shock absorber and the damping force required by each shock absorber, so as to realize the anti-nodding control of the vehicle.

[0030] Thirdly, embodiments of this application provide a vehicle anti-pipe head-up control device, the vehicle anti-pipe head-up control device including a processor, a memory, and a vehicle anti-pipe head-up control program stored in the memory and executable by the processor, wherein when the vehicle anti-pipe head-up control program is executed by the processor, it implements the steps of the vehicle anti-pipe head-up control method as described above.

[0031] Fourthly, embodiments of this application provide a computer-readable storage medium storing a vehicle anti-head-up control program, wherein when the vehicle anti-head-up control program is executed by a processor, it implements the steps of the vehicle anti-head-up control method as described above.

[0032] The beneficial effects of the technical solutions provided in this application include:

[0033] By determining the vehicle's current operating condition information, including acceleration / deceleration and gradient conditions, and by performing discrete differentiation on the real-time height values ​​of the four suspensions of the vehicle, the movement speed of each shock absorber is calculated. Based on the vehicle's speed, actual acceleration, and the acceleration / deceleration conditions, or based on the vehicle's current gradient and the gradient conditions, the required damping force for each shock absorber is calculated. Based on the movement speed of each shock absorber and the required damping force, the current of the solenoid valve controlling each shock absorber is determined to achieve anti-dive control of the vehicle. This solves the technical problem in related technologies where the vehicle exhibits a pitching / lifting phenomenon during rapid acceleration, rapid deceleration, or when on a large gradient, resulting in a poor user experience. It suppresses pitching and lifting movements during gradient or acceleration / deceleration conditions, providing a better driving experience for the user. Attached Figure Description

[0034] Figure 1 This is a flowchart illustrating an embodiment of the vehicle anti-head-up control method of this application;

[0035] Figure 2 This is a schematic diagram of the functional modules of an embodiment of the vehicle anti-head-up control device of this application;

[0036] Figure 3 This is a schematic diagram of the hardware structure of the vehicle anti-head-up control device involved in the embodiment of this application. Detailed Implementation

[0037] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0038] First, some of the technical terms used in this application will be explained to help those skilled in the art understand this application.

[0039] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0040] In a first aspect, embodiments of this application provide a method for controlling vehicle anti-head-up movement.

[0041] In one embodiment, reference is made to Figure 1 , Figure 1This is a flowchart illustrating the first embodiment of the vehicle anti-tilt-out control method of this application. Figure 1 As shown, the control methods for preventing vehicle head-up movements include:

[0042] Step S10: Determine the current operating condition information of the vehicle, including acceleration / deceleration conditions and gradient conditions;

[0043] For example, the current operating condition information of the vehicle is determined, including acceleration / deceleration conditions and gradient conditions. Acceleration / deceleration conditions include both acceleration and deceleration; gradient conditions include both uphill and downhill conditions. For instance, the throttle opening signal is detected to determine whether the vehicle is currently accelerating. If the detected throttle opening signal is greater than or equal to a preset throttle opening value, the vehicle is currently accelerating; if the detected throttle opening signal is less than the preset throttle opening value, the vehicle is currently not accelerating. Similarly, the brake master cylinder pressure signal is detected to determine whether the vehicle is currently accelerating. If the detected brake master cylinder pressure signal is greater than or equal to a preset brake master cylinder pressure value, the vehicle is currently decelerating; if the detected brake master cylinder pressure signal is greater than the preset brake master cylinder pressure value, the vehicle is currently not decelerating. The image sensor detects the vehicle's current forward movement and uses image recognition to determine whether the vehicle is currently in an uphill or downhill condition.

[0044] Specifically, determining the current operating condition information of the vehicle includes: determining acceleration condition based on the acquired actual vehicle acceleration, throttle opening signal and first duration; determining deceleration condition based on the acquired actual vehicle acceleration, brake cylinder pressure signal and first duration; and determining uphill or downhill condition based on the acquired gradient value, gear information and second duration.

[0045] As an example, the system acquires the actual vehicle acceleration and throttle opening signals, as well as the first duration during which the vehicle operates within these signals. Based on the actual vehicle acceleration, throttle opening signals, and the first duration, the acceleration condition is determined. For instance, if the acquired throttle opening signal is greater than a preset throttle opening signal value, the actual vehicle acceleration is greater than a preset actual vehicle acceleration value, and the first duration is greater than a preset duration, then the vehicle is determined to be in an acceleration condition. Similarly, if the acquired throttle opening signal is greater than 10% and the actual vehicle acceleration is greater than 0.3 m / s², the vehicle is considered to be in an acceleration condition. 2If the initial duration is greater than 2 seconds, the vehicle is determined to be in acceleration mode. The actual vehicle acceleration and master cylinder pressure signals, along with the initial duration of these signals, are acquired. Based on these data, deceleration mode is determined. For example, if the master cylinder pressure signal is greater than a preset value, the actual vehicle acceleration is greater than a preset value, and the initial duration is greater than a preset duration, the vehicle is determined to be in deceleration mode. Similarly, if the master cylinder pressure signal is greater than 8 bar and the actual vehicle acceleration is greater than -0.3 m / s², the vehicle is determined to be in deceleration mode. 2 If the duration of the first time is greater than 2 seconds, then the vehicle is determined to be in a deceleration state.

[0046] The actual vehicle acceleration is calculated using the vehicle speed and a preset cycle value, while the throttle opening signal is obtained through the power domain control unit. The wheel speeds of the four wheels, output from the vehicle's intelligent integrated braking control unit, are used for calculation. These wheel speeds are converted into vehicle speed, and then discrete derivatives are performed on the vehicle speed to obtain the actual vehicle acceleration. For example, if the vehicle is a four-wheel drive vehicle, the wheel speeds of all four wheels are obtained, including the front left wheel's velocity (v). FL Front right v FR 、Later left v RL and the right v RR The vehicle speed is calculated based on the wheel speed values ​​of the four wheels. For example, the preset vehicle speed calculation formula can be obtained. Calculate the vehicle's speed, where v FL v is the wheel speed of the front left wheel. FR v is the wheel speed of the front right wheel. RL v is the wheel speed of the rear left wheel. RR v is the wheel speed of the rear right wheel. spd This represents the vehicle's speed. If the vehicle is front-wheel drive, then the wheel speeds of the driven wheels are obtained, including the rear left wheel speed (v). RL and the right v RR The vehicle speed is calculated based on the obtained wheel speed values ​​of the driven wheels. For example, the preset vehicle speed calculation formula can be obtained. Calculate the vehicle's speed, where v RL v is the wheel speed of the rear left wheel. RR v is the wheel speed of the rear right wheel. spd This represents the vehicle's speed. If the vehicle is rear-wheel drive, then the wheel speeds of the driven wheels are obtained. The wheel speeds of the driven wheels include the rear, front, and left wheel speeds. FL and front right v FR The vehicle speed is calculated based on the obtained wheel speed values ​​of the driven wheels. For example, the preset vehicle speed calculation formula can be obtained. Calculate the vehicle's speed, where vFL v is the wheel speed of the front left wheel. FR v is the wheel speed of the front right wheel. spd Let v be the vehicle's speed. (This refers to the speed v that has already been acquired.) spd Discrete differentiation is used to obtain the actual acceleration of the vehicle. For example, a preset formula for the actual acceleration of the vehicle can be obtained. Calculate the actual acceleration of the entire vehicle, where v spd For the vehicle's speed, v spdDelay dT represents the vehicle speed calculated based on wheel speed in the previous cycle, with dT being the unit cycle.

[0047] The system acquires the vehicle's current gradient, gear information, and a second duration of the gradient and gear position. Based on these data, it determines whether the vehicle is in an uphill or downhill condition. For example, if the vehicle is currently in Drive (D) and the gradient is greater than 0 for more than 0.5 seconds, or if the vehicle is currently in Reverse (R) and the gradient is less than 0 for more than 0.5 seconds, then the vehicle is in an uphill condition. Conversely, if the vehicle is currently in Drive (D) and the gradient is less than 0 for more than 0.5 seconds, or if the vehicle is currently in Reverse (R) and the gradient is greater than 0 for more than 0.5 seconds, then the vehicle is in a downhill condition.

[0048] Specifically, the slope value is calculated based on the vehicle's acceleration and the actual acceleration of the entire vehicle.

[0049] As an example, the actual vehicle acceleration is calculated using the vehicle speed and a preset cycle value, while the throttle opening signal is obtained through the power domain control unit. The wheel speeds of the four wheels, output from the vehicle's intelligent integrated braking control unit, are used for calculation. These wheel speeds are converted into vehicle speed, and then discrete differentiation is performed on the vehicle speed to obtain the actual vehicle acceleration. For example, if the vehicle is a four-wheel drive vehicle, the wheel speeds of the four wheels are obtained, including the front left wheel's velocity (v). FL Front right v FR 、Later left v RL and the right v RR The vehicle speed is calculated based on the wheel speed values ​​of the four wheels. For example, the preset vehicle speed calculation formula can be obtained. Calculate the vehicle's speed, where v FL v is the wheel speed of the front left wheel. FR v is the wheel speed of the front right wheel. RL v is the wheel speed of the rear left wheel. RR v is the wheel speed of the rear right wheel. spdThis represents the vehicle's speed. If the vehicle is front-wheel drive, then the wheel speeds of the driven wheels are obtained, including the rear left wheel speed (v). RL and the right v RR The vehicle speed is calculated based on the obtained wheel speed values ​​of the driven wheels. For example, the preset vehicle speed calculation formula can be obtained. Calculate the vehicle's speed, where v RL v is the wheel speed of the rear left wheel. RR v is the wheel speed of the rear right wheel. spd This represents the vehicle's speed. If the vehicle is rear-wheel drive, then the wheel speeds of the driven wheels are obtained. The wheel speeds of the driven wheels include the rear, front, and left wheel speeds. FL and front right v FR The vehicle speed is calculated based on the obtained wheel speed values ​​of the driven wheels. For example, the preset vehicle speed calculation formula can be obtained. Calculate the vehicle's speed, where v FL v is the wheel speed of the front left wheel. FR v is the wheel speed of the front right wheel. spd Let v be the vehicle's speed. (This refers to the speed v that has already been acquired.) spd Discrete differentiation is used to obtain the actual acceleration of the vehicle. For example, a preset formula for the actual acceleration of the vehicle can be obtained. Calculate the actual acceleration of the entire vehicle, where v spd For the vehicle's speed, v spdDelay dT represents the vehicle speed calculated based on wheel speed in the previous cycle, with dT being the unit cycle.

[0050] The acceleration sent by the vehicle's inertial unit is obtained, where the acceleration is longitudinal acceleration. The current slope value is obtained by calculating the difference between this acceleration and the actual acceleration of the whole vehicle.

[0051] Step S20: Calculate the motion speed of each shock absorber by performing discrete differentiation on the real-time height values ​​of the four suspensions of the vehicle.

[0052] As an example, height values ​​of each suspension are collected using height sensors installed at each suspension point; for example, the height value of the front left suspension is collected. FL Hei, the height value of the front right suspension FR The height value of the left rear suspension. RL and the height value of the rear right suspension Hei RR Obtain the motion speed of each suspension damper in the previous cycle. FLDelay Hei FRDelay Hei RLDelay and Hei RRDelay And the unit period dT, based on the collected height value Hei of the front left suspension. FL Hei, the height value of the front right suspensionFR The height value of the left rear suspension. RL and the height value of the rear right suspension Hei RR Hei FLDelay Hei FRDelay Hei RLDelay Hei RRDelay The velocity of each damper is calculated by discretely differentiating the unit period dT. For example, the formula for obtaining the first preset velocity is... Calculate the motion speed Vref of the first shock absorber FL ; Obtain the second preset motion speed formula Calculate the motion speed Vref of the second shock absorber FR ; Obtain the third preset motion speed formula Calculate the motion speed Vref of the third shock absorber RL ; Obtain the fourth preset motion speed formula Calculate the motion speed Vref of the fourth shock absorber FR .

[0053] Step S30: Calculate the damping force required for each shock absorber based on the obtained vehicle speed, actual vehicle acceleration, and acceleration / deceleration conditions, or based on the obtained current slope value and slope conditions.

[0054] As an example, the required damping force for each shock absorber is calculated based on the vehicle's speed, actual acceleration, and acceleration / deceleration conditions; or, the required damping force for each shock absorber is calculated based on the vehicle's current gradient and gradient conditions. For instance, the damping force is obtained by consulting a first preset damping force table based on the vehicle's speed, actual acceleration, and acceleration / deceleration conditions, and then used as the required damping force for each shock absorber. Alternatively, the damping force is obtained by consulting a second preset damping force table based on the vehicle's current gradient and gradient conditions, and then used as the required damping force for each shock absorber.

[0055] Specifically, the step of calculating the required damping force for each shock absorber based on the vehicle's speed, actual vehicle acceleration, and acceleration / deceleration conditions, or based on the vehicle's current slope value and slope conditions, includes: if the vehicle is currently in an acceleration / deceleration condition, obtaining the vehicle's speed and the damping coefficient of each shock absorber based on the vehicle speed and actual vehicle acceleration; calculating the required damping force for each shock absorber based on the damping coefficient of each shock absorber and the actual vehicle acceleration, wherein the required damping force for each shock absorber includes the damping forces required for the left front, left rear, right front, and right rear shock absorbers; or, if the vehicle is currently in a slope condition, obtaining the damping coefficient of each shock absorber based on the slope value; calculating the required damping force for each shock absorber based on the damping coefficient of each shock absorber and the slope value, wherein the required damping force for each shock absorber includes the left rear and right rear or left front and right front.

[0056] As an example, if it is determined that the vehicle is currently accelerating or decelerating, the vehicle speed and actual vehicle acceleration are obtained. The damping coefficient C of the left front shock absorber is then obtained by querying a preset two-dimensional damping coefficient table using this speed and acceleration. Ax_FL The damping coefficient C of the right front shock absorber Ax_FR The damping coefficient C of the left rear shock absorber Ax_RL The damping coefficient C of the right rear shock absorber Ax_RR Based on the damping coefficient C of the left front shock absorber. Ax_FL The damping coefficient C of the right front shock absorber Ax_FR The damping coefficient C of the left rear shock absorber Ax_RL The damping coefficient C of the right rear shock absorber Ax_RR Based on the actual acceleration of the entire vehicle, calculate the required damping forces for the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber. For example, obtain the formula F for calculating the first preset damping force. FL =C Ax_FL ·Ax Veh Calculate the required damping force F for the left front shock absorber. FL Obtain the formula for calculating the second preset damping force F. FR =C Ax_FR ·Ax Veh Calculate the required damping force F for the right front shock absorber. FR ; Obtain the formula for calculating the third preset damping force F RL =C Ax_RL ·Ax Veh Calculate the required damping force F for the left rear shock absorber. RL Obtain the formula for calculating the fourth preset damping force F. RR =C Ax_RR ·Ax VehCalculate the required damping force F for the right rear shock absorber. RR .

[0057] If it is determined that the current vehicle is operating on an uphill or downhill slope, the slope value is obtained, and the damping coefficient of each shock absorber is calculated based on the obtained slope value. For example, the damping coefficient C of the corresponding left rear shock absorber is obtained by querying a preset two-dimensional damping coefficient table using the obtained slope value. slp_RL The damping coefficient C of the right rear shock absorber slp_RR Alternatively, obtain the damping coefficient C of the left front shock absorber corresponding to the preset two-dimensional damping coefficient table. slp_FL and the damping coefficient C of the right front shock absorber slp_FR Among them, the damping coefficient C of the left rear shock absorber slp_RL The damping coefficient C of the right rear shock absorber slp_RR For a front-wheel drive vehicle, the damping coefficient C of the left front shock absorber slp_FL and the damping coefficient C of the right front shock absorber slp_FR It is a rear-wheel drive vehicle.

[0058] Based on the damping coefficient and slope value of each vibration damper, the required damping force for each damper is calculated. For example, the formula for calculating the fifth preset damping force F is obtained. FL =C slp_FL ·A slp Calculate the required damping force F for the left front shock absorber. FL Obtain the formula for calculating the sixth preset damping force F. FR =C slp_FR ·A slp Calculate the required damping force F for the right front shock absorber. FR Alternatively, obtain the formula for calculating the seventh preset damping force, F. RL =C slp_RL ·A slp Calculate the required damping force F for the left rear shock absorber. RL Obtain the formula for calculating the eighth preset damping force F. RR =C slp_RR ·A slp Calculate the required damping force F for the right rear shock absorber. RR .

[0059] Step S40: Determine the current of the solenoid valve controlling each shock absorber based on the movement speed of each shock absorber and the damping force required by each shock absorber, so as to achieve anti-nodding control of the vehicle.

[0060] As an example, by obtaining the movement speed and required damping force of each shock absorber, the current controlling each shock absorber is determined, and the solenoid valve of each shock absorber is controlled by the current of each shock absorber to achieve anti-dive control of the vehicle. For example, the current of each shock absorber is obtained by consulting a preset ammeter based on the movement speed and required damping force of each shock absorber.

[0061] Specifically, determining the current of the solenoid valve controlling each shock absorber based on the movement speed of each shock absorber and the required damping force of each shock absorber to achieve vehicle anti-dive control includes: obtaining a first preset formula; determining the current of each shock absorber based on the first preset formula, the movement speed of each shock absorber, and the required damping force of each shock absorber; and outputting the current of each shock absorber to control the solenoid valve of each shock absorber to achieve vehicle anti-dive control.

[0062] As an example, obtain the first pre-set formula F = f(V) ref A), where F is the damping force required for each shock absorber, and V ref Let F be the velocity of each damper, and A be the current of each damper. According to the first preset formula, F = f(V... ref A) Determine the current of each shock absorber based on its speed and required damping force. Increase or decrease the current to control the damping force of the solenoid valve, thereby suppressing vehicle pitching and bumping. For example, if the vehicle is accelerating or decelerating, obtain the damping force and speed of each shock absorber to calculate the current of all four shock absorbers. Increase or decrease the current to control the damping force of the solenoid valve, thereby suppressing vehicle pitching and bumping. If the vehicle is going uphill or downhill, obtain the damping force and speed of each shock absorber to calculate the current of two shock absorbers. Increase or decrease the current to control the damping force of the solenoid valve, thereby suppressing vehicle pitching and bumping. For example, calculate the current of the left front and right front shock absorbers for uphill conditions, and the current of the left rear and right rear shock absorbers for downhill conditions.

[0063] In this embodiment, by determining the vehicle's current operating condition information, including acceleration / deceleration and slope conditions, the movement speed of each shock absorber is calculated by performing discrete differentiation on the real-time height values ​​of the four suspensions of the vehicle. The required damping force for each shock absorber is calculated based on the vehicle's speed, actual acceleration, and the acceleration / deceleration conditions, or based on the vehicle's current slope value and the slope conditions. Based on the movement speed and required damping force of each shock absorber, the current of the solenoid valve controlling each shock absorber is determined to achieve anti-dive control of the vehicle. This solves the technical problem in related technologies where the vehicle exhibits a pitching / lifting phenomenon when accelerating or decelerating rapidly or on a large slope, resulting in a poor user experience. It suppresses pitching and lifting movements of the vehicle during slope conditions or acceleration / deceleration conditions, providing a better driving experience for the user.

[0064] Secondly, embodiments of this application also provide a control device for preventing vehicle head-up.

[0065] In one embodiment, reference is made to Figure 2 , Figure 2 This is a functional module diagram of an embodiment of the vehicle anti-tilt-out control device of this application. Figure 2 As shown, the vehicle anti-tilt control device includes:

[0066] The first determining module 10 is used to determine the current operating condition information of the vehicle, including acceleration / deceleration conditions and gradient conditions.

[0067] The first calculation module 20 is used to calculate the motion speed of each shock absorber by performing discrete differentiation on the real-time height values ​​of the four suspensions of the vehicle.

[0068] The second calculation module 30 is used to calculate the damping force required by each shock absorber based on the speed of the vehicle, the actual acceleration of the vehicle and the acceleration and deceleration conditions, or based on the current slope value of the vehicle and the slope conditions.

[0069] The control module 40 is used to determine the current of the solenoid valve of each shock absorber based on the movement speed of each shock absorber and the damping force required by each shock absorber, so as to realize the anti-nodding control of the vehicle.

[0070] Furthermore, in one embodiment, the control module 40 is used to:

[0071] Obtain the first preset formula;

[0072] Based on the first preset formula, the movement speed of each of the vibration dampers and the damping force required by each of the vibration dampers, the current of each of the vibration dampers is determined.

[0073] The current output of each shock absorber controls the solenoid valve of each shock absorber, thereby achieving anti-nodding control of the vehicle.

[0074] Furthermore, in one embodiment, the second computing module 30 is used for:

[0075] If the vehicle is currently in an acceleration / deceleration condition, the vehicle speed and the actual acceleration of the whole vehicle are obtained, and the damping coefficient of each shock absorber is obtained based on the vehicle speed and the actual acceleration of the whole vehicle.

[0076] Based on the damping coefficient of each shock absorber and the actual acceleration of the vehicle, the required damping force of each shock absorber is calculated. The required damping force of each shock absorber includes the required damping force of the front left, rear left, front right, and rear right shock absorbers.

[0077] Alternatively, if the vehicle is currently in a slope condition, the slope value is obtained, and the damping coefficient of each of the shock absorbers is obtained based on the slope value;

[0078] Based on the damping coefficient and slope value of each damper, the required damping force of each damper is calculated, wherein the required damping force of each damper includes left rear and right rear or left front and right front.

[0079] Furthermore, in one embodiment, the first determining module 10 is used to:

[0080] The acceleration condition is determined based on the actual vehicle acceleration, throttle opening signal, and first duration.

[0081] Based on the acquired actual vehicle acceleration, brake cylinder pressure signals, and first duration, the deceleration condition is determined.

[0082] Based on the obtained slope value, gear information, and second duration, determine whether it is an uphill or downhill working condition.

[0083] Furthermore, in one embodiment, the vehicle anti-pitch control device further includes a new module for: the slope value is calculated based on the vehicle's acceleration and the actual acceleration of the entire vehicle.

[0084] Furthermore, in one embodiment, the vehicle anti-tilt-out control device further includes a new module for:

[0085] The speed of the vehicle is calculated by collecting the wheel speed of the vehicle.

[0086] Furthermore, in one embodiment, the vehicle anti-tilt-out control device further includes a new module for:

[0087] The actual acceleration of the vehicle is calculated based on the vehicle speed and the preset cycle value.

[0088] The functions of each module in the above-mentioned vehicle anti-head-up control device correspond to the steps in the above-mentioned vehicle anti-head-up control method embodiment, and their functions and implementation processes will not be described in detail here.

[0089] Thirdly, embodiments of this application provide a vehicle anti-head-up control device, which can be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.

[0090] Reference Figure 3 , Figure 3 This is a schematic diagram of the hardware structure of the vehicle anti-pirod head-up control device involved in the embodiments of this application. In the embodiments of this application, the vehicle anti-pirod head-up control device may include a processor, a memory, a communication interface, and a communication bus.

[0091] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0092] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting internal components of the vehicle anti-piracy head-up control equipment, as well as interfaces used for interconnecting the vehicle anti-piracy head-up control equipment with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0093] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0094] The processor can be a general-purpose processor, which can call the vehicle anti-pigmentation head-up control program stored in the memory and execute the vehicle anti-pigmentation head-up control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the vehicle anti-pigmentation head-up control program is called can be referred to in the various embodiments of the vehicle anti-pigmentation head-up control method of this application, and will not be described again here.

[0095] Those skilled in the art will understand that Figure 3 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0096] Fourthly, embodiments of this application also provide a computer-readable storage medium.

[0097] The present application provides a computer-readable storage medium storing a vehicle anti-pigmentation control program, wherein when the vehicle anti-pigmentation control program is executed by a processor, it implements the steps of the vehicle anti-pigmentation control method described above.

[0098] The method implemented when the vehicle anti-tilt-out control program is executed can be referred to in various embodiments of the vehicle anti-tilt-out control method of this application, and will not be repeated here.

[0099] It should be noted that 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.

[0100] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0101] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0102] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0103] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0104] 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 to execute the methods described in the various embodiments of this application.

[0105] 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 control method for preventing vehicle pitching-out, characterized in that, The vehicle anti-heel-up control method includes: Determine the vehicle's current operating condition information, including acceleration / deceleration conditions and gradient conditions; The motion speed of each shock absorber is calculated by performing discrete differentiation on the real-time height values ​​of the four suspensions of the vehicle. The required damping force for each shock absorber is calculated based on the vehicle's speed, actual acceleration, and acceleration / deceleration conditions, or based on the vehicle's current gradient and gradient conditions. The step of calculating the required damping force for each shock absorber based on the vehicle's speed, actual vehicle acceleration, and acceleration / deceleration conditions, or based on the vehicle's current slope value and slope conditions, includes: If the vehicle is currently in an acceleration / deceleration condition, the vehicle speed and the actual acceleration of the whole vehicle are obtained, and the damping coefficient of each shock absorber is obtained based on the vehicle speed and the actual acceleration of the whole vehicle. Based on the damping coefficient of each shock absorber and the actual acceleration of the vehicle, the required damping force of each shock absorber is calculated. The required damping force of each shock absorber includes the required damping force of the front left, rear left, front right, and rear right shock absorbers. Alternatively, if the vehicle is currently in a slope condition, the slope value is obtained, and the damping coefficient of each of the shock absorbers is obtained based on the slope value. Based on the damping coefficient and slope value of each damper, the required damping force of each damper is calculated, wherein the required damping force of each damper includes left rear and right rear or left front and right front; Based on the movement speed of each shock absorber and the required damping force of each shock absorber, the current of the solenoid valve controlling each shock absorber is determined to achieve anti-nodding control of the vehicle.

2. The vehicle anti-heel-up control method as described in claim 1, characterized in that, The step of determining the current of the solenoid valve controlling each shock absorber based on the movement speed of each shock absorber and the required damping force of each shock absorber to achieve anti-dive control of the vehicle includes: Obtain the first preset formula; Based on the first preset formula, the movement speed of each of the vibration dampers and the damping force required by each of the vibration dampers, the current of each of the vibration dampers is determined. The current output of each shock absorber controls the solenoid valve of each shock absorber, thereby achieving anti-nodding control of the vehicle.

3. The vehicle anti-heel-up control method as described in claim 1, characterized in that, The determination of the vehicle's current operating condition information includes: The acceleration condition is determined based on the actual vehicle acceleration, throttle opening signal, and first duration. Based on the acquired actual vehicle acceleration, brake cylinder pressure signals, and first duration, the deceleration condition is determined. Based on the obtained slope value, gear information, and second duration, determine whether it is an uphill or downhill working condition.

4. The vehicle anti-heel-up control method as described in claim 1, characterized in that, The actual acceleration of the vehicle is calculated based on the vehicle speed and the preset cycle value.

5. The vehicle anti-heel-up control method as described in claim 1, characterized in that, The slope value is calculated based on the vehicle's acceleration and the actual acceleration of the entire vehicle.

6. The vehicle anti-heel-up control method as described in claim 1, characterized in that, The speed of the vehicle is calculated by collecting the wheel speed of the vehicle.

7. A control device for preventing vehicle pitching-out, characterized in that, The vehicle anti-tilt-out control device includes: The first determining module is used to determine the current operating condition information of the vehicle, including acceleration / deceleration conditions and gradient conditions. The first calculation module is used to calculate the motion speed of each shock absorber by performing discrete differentiation on the real-time height values ​​of the four suspensions of the vehicle. The second calculation module is used to calculate the damping force required by each shock absorber based on the speed of the vehicle, the actual acceleration of the vehicle and the acceleration / deceleration conditions, or based on the current slope value of the vehicle and the slope conditions. The step of calculating the required damping force for each shock absorber based on the vehicle's speed, actual vehicle acceleration, and acceleration / deceleration conditions, or based on the vehicle's current slope value and slope conditions, includes: If the vehicle is currently in an acceleration / deceleration condition, the vehicle speed and the actual acceleration of the whole vehicle are obtained, and the damping coefficient of each shock absorber is obtained based on the vehicle speed and the actual acceleration of the whole vehicle. Based on the damping coefficient of each shock absorber and the actual acceleration of the vehicle, the required damping force of each shock absorber is calculated. The required damping force of each shock absorber includes the required damping force of the front left, rear left, front right, and rear right shock absorbers. Alternatively, if the vehicle is currently in a slope condition, the slope value is obtained, and the damping coefficient of each of the shock absorbers is obtained based on the slope value. Based on the damping coefficient and slope value of each damper, the required damping force of each damper is calculated, wherein the required damping force of each damper includes left rear and right rear or left front and right front; The control module is used to determine the current of the solenoid valve of each shock absorber based on the movement speed of each shock absorber and the damping force required by each shock absorber, so as to realize the anti-nodding control of the vehicle.

8. A control device for preventing vehicle head-up tilt, characterized in that, The vehicle anti-head-up control device includes a processor, a memory, and a vehicle anti-head-up control program stored in the memory and executable by the processor, wherein when the vehicle anti-head-up control program is executed by the processor, it implements the steps of the vehicle anti-head-up 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 anti-head-up control program, wherein when the vehicle anti-head-up control program is executed by a processor, it implements the steps of the vehicle anti-head-up control method as described in any one of claims 1 to 6.

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