Vehicle active suspension control method, controller, vehicle, medium and program product

Abstract

The present disclosure relates to the technical field of vehicle suspensions, and provides a vehicle active suspension control method, a controller, a vehicle, a medium, and a program product, including: determining obstacle information of a road obstacle on a pre-travel trajectory of the vehicle; determining a pre-control strategy for the active suspension according to the obstacle information, the pre-control strategy including a first adjustment strategy before the vehicle touches the road obstacle and a second adjustment strategy after the vehicle touches the road obstacle; controlling the active suspension according to the first adjustment strategy; obtaining tire pressure information and / or attitude information of the vehicle when the vehicle travels to the road obstacle; determining a target control strategy to control the active suspension according to the obstacle information, the second adjustment strategy, and the tire pressure information and / or attitude information of the vehicle. The smoothness and comfort of the vehicle are improved during the process of the vehicle passing through the road obstacle, and the riding experience of the passengers in the vehicle is enhanced.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle suspensions, and in particular, to a vehicle active suspension control method, a controller, a vehicle, a medium, and a program product. Background Art

[0002] The suspension system is the general term for all force transmission devices between the vehicle frame and the axle. Its function is to transmit and buffer the forces and torques acting between the wheels and the frame, and to buffer the impact loads transmitted from the uneven road surface to the frame or the body, and attenuate the vertical vibration of the body. The suspension system is related to vehicle comfort, and also affects vehicle performance and safety. Therefore, it is a core concern in the automotive industry. With the improvement of electrification and intelligence, active suspension technology has begun to be widely used, providing the possibility for further improvement of suspension performance.

[0003] In the related art, most active suspension controls still belong to the ex-post control type, that is, the active suspension control for damping force adjustment after an event occurs, and there is still a certain lag. The ride comfort and handling stability of the vehicle are low, bringing a bad riding experience to the passengers in the vehicle. Summary of the Invention

[0004] The purpose of the present disclosure is to provide a vehicle active suspension control method, a controller, a vehicle, a medium, and a program product to solve the problems in the related art.

[0005] To achieve the above purpose, in the first aspect of the embodiments of the present disclosure, a vehicle active suspension control method is provided, including:

[0006] Determine the obstacle information of the road surface obstacles on the pre-travel trajectory of the vehicle;

[0007] According to the obstacle information, determine the pre-control strategy of the active suspension, where the pre-control strategy includes a first adjustment strategy before the vehicle touches the road surface obstacle and a second adjustment strategy after the vehicle touches the road surface obstacle;

[0008] Control the active suspension according to the first adjustment strategy;

[0009] Obtain the tire pressure information and / or the attitude information of the vehicle when the vehicle travels to the road surface obstacle;

[0010] According to the obstacle information, the second adjustment strategy, and the tire pressure information and / or the attitude information of the vehicle, determine the target control strategy to control the active suspension.

[0011] Optionally, the determining the obstacle information of the road surface obstacles on the pre-travel trajectory of the vehicle includes:

[0012] Obtain the obstacle type and visible area information of the road obstacles on the pre-travel trajectory of the vehicle through the camera system;

[0013] Obtain the height information and blind area information of the road obstacles on the pre-travel trajectory of the vehicle through the perception system, and the obstacle information includes the obstacle type, the visible area information, the height information and the blind area information.

[0014] Optionally, the camera system includes a first camera and a second camera, and the distance between the shooting area of the first camera and the vehicle is greater than the distance between the shooting area of the second camera and the vehicle. The obtaining of the obstacle type and visible area information of the road obstacles on the pre-travel trajectory of the vehicle through the camera system includes:

[0015] Obtain a first image containing the road surface information in front of the vehicle captured by the first camera;

[0016] Determine the pre-travel trajectory of the vehicle according to the vehicle speed and the steering wheel angle;

[0017] Determine the road obstacles on the pre-travel trajectory of the vehicle according to the first image and the pre-travel trajectory;

[0018] Control the second camera to shoot the road obstacles on the pre-travel trajectory of the vehicle to obtain a second image containing the road obstacles;

[0019] Obtain the obstacle type and visible area information according to the second image containing the road obstacles.

[0020] Optionally, the perception system includes a lidar. The obtaining of the height information and blind area information of the road obstacles on the pre-travel trajectory of the vehicle through the perception system includes:

[0021] Obtain the height information of the road obstacles on the pre-travel trajectory of the vehicle through the lidar;

[0022] Predict the blind area information of the road obstacle according to the height information, obstacle type and visible area information of the road obstacle.

[0023] Optionally, the perception system includes a third camera, and the distance between the third camera and the road obstacle is less than the distance between the second camera and the road obstacle. The obtaining of the height information and blind area information of the road obstacles on the pre-travel trajectory of the vehicle through the perception system includes:

[0024] Predict the height information of the road obstacles on the pre-travel trajectory of the vehicle according to the third image containing the road obstacles captured by the third camera;

[0025] Predict the blind area information of the road surface obstacle based on the height information, obstacle type, and visible area information of the road surface obstacle.

[0026] Optionally, determining the pre-control strategy of the active suspension according to the obstacle information includes:

[0027] Determine the first adjustment strategy of the active suspension according to the obstacle type and the visible area information;

[0028] Determine the second adjustment strategy of the active suspension according to the obstacle type, the visible area information, the height information, and the blind area information.

[0029] Optionally, obtaining the tire pressure information of the vehicle when the vehicle travels to the road surface obstacle includes:

[0030] Collect the tire pressure signal of the vehicle when the vehicle travels to the road surface obstacle through a tire pressure sensor;

[0031] Perform low-pass filtering on the tire pressure signal to obtain the low-frequency impact of the road surface obstacle. The tire pressure information of the road surface obstacle includes the low-frequency impact of the road surface obstacle.

[0032] Optionally, determining the target control strategy to control the active suspension according to the obstacle information, the second adjustment strategy, and the tire pressure information of the vehicle includes:

[0033] Determine the preset tire pressure information corresponding to the obstacle information according to the obstacle information;

[0034] Determine the target control strategy to control the active suspension according to the preset tire pressure information, the second adjustment strategy, and the tire pressure information of the vehicle.

[0035] Optionally, the determining the target control strategy to control the active suspension according to the preset tire pressure information, the second adjustment strategy, and the tire pressure information of the vehicle includes:

[0036] When the preset tire pressure information matches the tire pressure information of the vehicle, determine the second adjustment strategy as the target control strategy to control the active suspension;

[0037] When the preset tire pressure information does not match the tire pressure information of the vehicle, adjust the second adjustment strategy according to the tire pressure information of the vehicle to obtain the target control strategy to control the active suspension.

[0038] Optionally, determining the target control strategy to control the active suspension according to the obstacle information, the second adjustment strategy, and the attitude information of the vehicle includes:

[0039] Determine preset attitude information corresponding to the obstacle information according to the obstacle information;

[0040] Determine a target control strategy to control the active suspension according to the preset attitude information, the second adjustment strategy, and the attitude information of the vehicle.

[0041] Optionally, the determining a target control strategy to control the active suspension according to the preset attitude information, the second adjustment strategy, and the attitude information of the vehicle includes:

[0042] When the preset attitude information is consistent with the attitude information of the vehicle, determine the second adjustment strategy as the target control strategy to control the active suspension;

[0043] When the preset attitude information is not consistent with the attitude information of the vehicle, adjust the second adjustment strategy according to the attitude information of the vehicle to obtain a target control strategy to control the active suspension.

[0044] Optionally, determining a target control strategy to control the active suspension according to the obstacle information, the second adjustment strategy, the tire pressure information of the vehicle, and the attitude information of the vehicle includes:

[0045] Determine preset tire pressure information corresponding to the obstacle information according to the obstacle information;

[0046] Determine preset attitude information corresponding to the obstacle information according to the obstacle information;

[0047] Determine a target control strategy to control the active suspension according to the preset tire pressure information, the second adjustment strategy, the tire pressure information of the vehicle, and the attitude information of the vehicle.

[0048] According to a second aspect of the embodiments of the present disclosure, there is provided a controller, including:

[0049] A memory on which a computer program is stored;

[0050] A processor configured to execute the computer program in the memory to implement the steps of the vehicle active suspension method provided in any one of the first aspects of the present disclosure.

[0051] According to a third aspect of the embodiments of the present disclosure, there is provided a vehicle, where the vehicle includes the controller provided in the second aspect of the present disclosure.

[0052] According to a fourth aspect of the embodiments of the present disclosure, there is provided a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the vehicle active suspension control method provided in any one of the first aspects of the present disclosure are implemented.

[0053] According to a fifth aspect of the embodiments of the present disclosure, there is provided a computer program product, including a computer program, and when the computer program is executed by a processor, the steps of the vehicle active suspension control method provided in any one of the first aspects of the present disclosure are implemented.

[0054] Through the above technical solution, first, the obstacle information of the road surface obstacle on the pre-travel trajectory of the vehicle is determined; then, according to the obstacle information, a pre-control strategy for the active suspension is determined, and the pre-control strategy includes a first adjustment strategy before the vehicle touches the road surface obstacle and a second adjustment strategy after the vehicle touches the road surface obstacle; the active suspension is controlled according to the first adjustment strategy; the tire pressure information and / or the attitude information of the vehicle when the vehicle travels to the road surface obstacle are obtained; combining the tire pressure information and / or the attitude information of the vehicle, the obstacle information and the second adjustment strategy, a target control strategy is determined to control the active suspension. By pre-adjusting through the first adjustment strategy in the pre-control strategy before the vehicle touches the road surface obstacle, the vehicle will not have a large impact when touching the road surface obstacle, reducing body damage, enhancing safety, improving comfort, and adjusting the second adjustment strategy according to the road surface obstacle in a timely manner through the tire pressure information and / or the attitude information of the vehicle when the vehicle passes through the road surface obstacle, formulating a target control strategy that conforms to the actual situation of the road surface obstacle, thereby improving the stability and comfort of the vehicle during the process of the vehicle passing through the road surface obstacle and enhancing the riding experience of the passengers in the vehicle.

[0055] Other features and advantages of the present disclosure will be described in detail in the subsequent specific implementation part. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The drawings are used to provide a further understanding of the present disclosure, and constitute a part of the specification, and are used to explain the present disclosure together with the following specific implementation manners, but do not constitute a limitation to the present disclosure. In the drawings:

[0057] Figure 1 is a flowchart of a pre-view control method for an automotive electronic control suspension.

[0058] Figure 2 is a schematic diagram of a control method for the active suspension of an intelligent connected vehicle fleet.

[0059] Figure 3 is a schematic diagram of a road surface pre-view method.

[0060] Figure 4 is a flowchart of a vehicle active suspension control method shown according to an exemplary embodiment.

[0061] Figure 5 It is a sub - step flowchart of step S1 shown according to an exemplary embodiment.

[0062] Figure 6 It is an installation schematic diagram of a camera system and a perception system shown according to an exemplary embodiment.

[0063] Figure 7 It is a sub - step flowchart of step S11 shown according to an exemplary embodiment.

[0064] Figure 8 It is a sub - step flowchart of step S12 shown according to an exemplary embodiment.

[0065] Figure 9 It is a schematic diagram of visible area information and blind area information of a convex obstacle shown according to an exemplary embodiment.

[0066] Figure 10 It is a schematic diagram of visible area information and blind area information of a concave pit shown according to an exemplary embodiment.

[0067] Figure 11 It is another sub - step flowchart of step S12 shown according to an exemplary embodiment.

[0068] Figure 12 It is a sub - step flowchart of step S2 shown according to an exemplary embodiment.

[0069] Figure 13 It is a sub - step flowchart of step S4 shown according to an exemplary embodiment.

[0070] Figure 14 It is a schematic diagram of an excitation of a hard obstacle on tire pressure shown according to an exemplary embodiment.

[0071] Figure 15 It is another schematic diagram of an excitation of a hard obstacle on tire pressure shown according to an exemplary embodiment.

[0072] Figure 16 It is another schematic diagram of an excitation of a hard obstacle on tire pressure shown according to an exemplary embodiment.

[0073] Figure 17 It is a sub - step flowchart of step S5 shown according to an exemplary embodiment.

[0074] Figure 18 It is another sub - step flowchart of step S5 shown according to an exemplary embodiment.

[0075] Figure 19It is a sub-step flowchart of another step S5 shown according to an exemplary embodiment.

[0076] Figure 20 It is a block diagram of a vehicle active suspension control device shown according to an exemplary embodiment. Detailed Description of the Invention

[0077] The following provides a detailed description of the specific embodiments of the present disclosure in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only for the purpose of illustration and explanation of the present disclosure, and are not intended to limit the present disclosure.

[0078] In the following description, terms such as "first" and "second" are only used for the purpose of distinguishing descriptions, and should not be construed as indicating or implying relative importance, nor as indicating or implying an order.

[0079] The suspension system is the general term for all force transmission devices between the vehicle frame and the axle. Its function is to transmit and buffer the forces and torques between the wheels and the frame, and to buffer the impact loads transmitted from the uneven road surface to the frame or the body, and to attenuate the vertical vibration of the body. The suspension system is related to vehicle comfort, and also affects vehicle performance and safety. Therefore, it is a core concern in the automotive industry. With the improvement of electrification and intelligence, active suspension technology has begun to be widely used, providing the possibility for further improvement of suspension performance.

[0080] In the related art, most active suspension controls still belong to the post-control type, that is, the active suspension control that adjusts the damping force after an event occurs. There is still a certain lag, and the ride comfort and handling stability of the vehicle are low, bringing a bad riding experience to the passengers in the vehicle.

[0081] For "A Preview Control Method for Automotive Electronic Control Suspension" CN113183709B of Hefei University of Technology, as Figure 1 shown, it collects information through a front camera, an acceleration sensor, a wheel hop sensor, etc., and then outputs corresponding control forces through an actuator. Its control strategy determines the typical road surface mode by a neural network. This patent is aimed at the overall active control system, which requires adding a wheel hop sensor, increasing the cost, and having a slow response. In addition, it can only handle a few preset typical road surface impacts, and has a narrow adaptation range.

[0082] For "Intelligent Connected Vehicle Fleet Active Suspension Control Method, System and Computer Equipment" CN115284809B of Jiangxi University of Science and Technology, as Figure 2 shown, it uses the road surface excitation information received by the leading vehicle in the vehicle fleet as the input for the following vehicle to control the action of the active suspension of the following vehicle. This patent requires an interconnected vehicle fleet, and the road surface trajectories must be the same. Therefore, its application scenarios are limited, and the accuracy requirements for the perception and control systems are relatively high.

[0083] "Method for previewing road surface elevation and active oil-gas suspension control system based on this method" of Beijing Institute of Technology, CN115503417A, as Figure 3 shown. By pre-positioning the road surface image and combining relevant algorithms to establish a three-dimensional digital elevation map of the road surface, and then projecting the tire trajectory onto the map, the tire-road surface excitation can be obtained. In this patent, the road surface information is obtained through a binocular camera, and it is difficult to improve the accuracy of the established elevation map, and the road surface information lacks verification, and it is impossible to distinguish between soft obstacles and hard obstacles, etc. Therefore, when misjudgment occurs in this solution, it is easy to cause safety risks.

[0084] The inventor found that the perception system of the active suspension is the key to improving the suspension performance. At present, most of the suspension perception preview systems are realized by single sensors, and the reliability and performance are difficult to meet the requirements of the continuously improving suspension system.

[0085] To solve the problems in the related technology, pre-adjustment is carried out through the first adjustment strategy in the pre-control strategy before the vehicle touches the road surface obstacle, so that the vehicle will not have a large impact when touching the road surface obstacle, reducing the body damage, enhancing the safety, improving the comfort, and adjusting the second adjustment strategy in a timely manner when the vehicle passes through the road surface obstacle by combining the tire pressure information and / or the attitude information of the vehicle with the road surface obstacle to formulate a target control strategy that conforms to the actual situation of the road surface obstacle, thereby improving the stability and comfort of the vehicle during the process of the vehicle passing through the road surface obstacle and enhancing the riding experience of the passengers in the vehicle.

[0086] Figure 4 is a flowchart of a vehicle active suspension control method shown according to an exemplary embodiment. This vehicle active suspension control method can be applied to a controller on a vehicle. Please refer to Figure 4 . This vehicle active suspension control method can include steps S1 to S5.

[0087] Step S1, determining the obstacle information of the road surface obstacle on the pre-travel trajectory of the vehicle.

[0088] The pre-travel trajectory of the vehicle can be the possible travel path predicted and planned by the vehicle within a certain period of time in the future according to the current driving environment, traffic rules, and the vehicle's own state.

[0089] The road surface obstacle can be, but is not limited to, potholes, foreign objects on the road surface (such as wood, stones, plastic bags), road surface collapses, etc.

[0090] The obstacle information can be, but is not limited to, the shape, size, position, height, etc. of the road surface obstacle.

[0091] Determine the obstacle information of the road surface obstacles on the pre-travel trajectory of the vehicle, and do not consider the road surface obstacles outside the pre-travel trajectory of the vehicle, which not only simplifies the data processing and decision-making process, reduces the complexity and calculation amount, but also helps to reduce the error rate and improve the response speed.

[0092] Step S2, determine the pre-control strategy of the active suspension according to the obstacle information.

[0093] The pre-control strategy includes a first adjustment strategy before the vehicle touches the road surface obstacle and a second adjustment strategy after the vehicle touches the road surface obstacle.

[0094] The pre-control strategy can be the various control parameters of the active suspension during the process of passing over the road surface obstacle.

[0095] According to the position of the road surface obstacle, the current speed and direction of the vehicle, predict the time point when the vehicle contacts the road surface obstacle, take the pre-control strategy before this time point as the first adjustment strategy, and take the pre-control strategy after this time point as the second adjustment strategy.

[0096] The first adjustment strategy can be, but is not limited to, adjusting the damping, adjusting the height of the active suspension, etc.

[0097] Exemplarily, in the case where the road surface obstacle is identified as a convex obstacle, the damping can be lowered by the damper, and the wheel hub can be lifted in advance by the air suspension or a similar suspension; in the case where the road surface obstacle is identified as a concave pothole, the damping can be lowered by the damper, and the wheel hub can be pressed down in advance by the air suspension or a similar suspension.

[0098] The second adjustment strategy can be, but is not limited to, damping recovery after the vehicle crosses the road surface obstacle, adjusting the height of the active suspension, etc.

[0099] Step S3, control the active suspension according to the first adjustment strategy.

[0100] Control the active suspension according to the first adjustment strategy, and make adjustments before touching the road surface obstacle to reduce the impact force and shock force when the vehicle touches the road surface obstacle, and improve the comfort and safety.

[0101] Step S4, obtain the tire pressure information and / or the attitude information of the vehicle when the vehicle travels to the road surface obstacle.

[0102] When the vehicle travels to the road surface obstacle, the tire pressure and the body attitude of the vehicle will change accordingly. The road surface obstacle information can be reconfirmed and the suspension feedback control can be performed through the tire pressure information and the attitude information of the vehicle.

[0103] Obtain the tire pressure information and / or the attitude information of the vehicle when the vehicle travels to a road obstacle. It can be to obtain the tire pressure information of the vehicle when the vehicle travels to a road obstacle, or to obtain the attitude information of the vehicle when the vehicle travels to a road obstacle, or to obtain the tire pressure information and the attitude information of the vehicle when the vehicle travels to a road obstacle.

[0104] Step S5, determine a target control strategy according to the obstacle information, the second adjustment strategy, and the tire pressure information and / or the attitude information of the vehicle to control the active suspension.

[0105] According to the obstacle information, the second adjustment strategy, and the tire pressure information and / or the attitude information of the vehicle obtained in step S4, adjust the second adjustment strategy to formulate a target control strategy that conforms to the actual situation of the road obstacle to control the active suspension.

[0106] Through the first adjustment strategy in the pre-control strategy, pre-adjustment is performed before the vehicle touches the road obstacle, so that the vehicle will not have a large impact when touching the road obstacle, reducing body damage, enhancing safety, improving comfort, and when the vehicle passes through the road obstacle, timely adjust the second adjustment strategy by combining the tire pressure information and / or the attitude information of the vehicle with the road obstacle, formulate a target control strategy that conforms to the actual situation of the road obstacle, and then improve the stability and comfort of the vehicle during the process of the vehicle passing through the road obstacle, and enhance the riding experience of the passengers in the vehicle.

[0107] In a possible implementation manner, the obstacle information includes obstacle type, visible area information, height information, and blind area information. Please refer to Figure 5 and Figure 6 , step S1 may include step S11 and step S12.

[0108] Step S11, obtain the obstacle type and visible area information of the road obstacle on the pre-travel trajectory of the vehicle through the camera system.

[0109] Please continue to refer to Figure 6 , when the road obstacle is a raised obstacle, before the vehicle travels to the road obstacle, only a part of it can be photographed, that is, the visible area (the unphotographed part is the blind area). Through the image of the road obstacle photographed by the camera system, preprocess the photographed image, including but not limited to denoising, contrast enhancement, color correction, etc., to improve the image quality. The distance between the road obstacle and the vehicle can be estimated by monocular or stereo vision technology, judge whether the road obstacle is on the pre-travel trajectory, and then detect the road obstacle on the pre-travel trajectory of the vehicle. Computer vision algorithms can be used to detect the road obstacle in the image, identify the contour, shape, and size of the road obstacle, and then classify it into different types according to the characteristics of the road obstacle, such as raised obstacles, sunken potholes, etc.

[0110] Step S12: Obtain the height information and blind area information of the road surface obstacles on the pre - driving trajectory of the vehicle through the perception system.

[0111] The height information of the road surface obstacles can be obtained through stereo vision, laser ranging, or using multiple sensors with different heights.

[0112] The blind area information can be predicted based on the visible area information and height information, or can be measured through stereo vision and laser ranging.

[0113] Obtaining the detailed information of the road surface obstacles by integrating the visible area information, blind area information, and height information is beneficial to accurately determine the pre - control strategy of the active suspension.

[0114] In a possible implementation manner, please continue to refer to Figure 6 , the camera system includes a first camera 301 and a second camera 302. The distance between the shooting area of the first camera 301 and the vehicle is greater than the distance between the shooting area of the second camera 302 and the vehicle. That is to say, the first camera 301 shoots farther and captures more content than the second camera 302. Exemplarily, the second camera can obtain centimeter - level details of the road surface.

[0115] The first camera 301 can be reused with the in - vehicle driving recorder, and the second camera 302 can be reused with the surround - view camera in the vehicle. In other embodiments, the first camera 301 and the second camera 302 can also be set separately.

[0116] Please refer to Figure 7 , step S11 may include steps S111 to S115.

[0117] Step S111: Obtain a first image captured by the first camera and containing the road surface information in front of the vehicle.

[0118] Exemplarily, the shooting area of the first camera can be 5m - 100m in front of the vehicle. The first image contains the road surface information within the range of 5m - 100m in front of the vehicle.

[0119] Step S112: Determine the pre - driving trajectory of the vehicle according to the vehicle speed and the steering wheel angle.

[0120] According to the current vehicle speed and the steering wheel angle of the vehicle, predict the driving trajectory of the vehicle when it travels to the shooting area of the first camera, that is, the pre - driving trajectory of the vehicle.

[0121] Step S113: Determine the road surface obstacles on the pre - driving trajectory of the vehicle according to the first image and the pre - driving trajectory.

[0122] Computer vision algorithms can be used to initially detect road obstacles in the first image and determine whether the detected road obstacles are on the vehicle's pre-travel trajectory.

[0123] Step S114: Control the second camera to capture the road obstacles on the vehicle's pre-travel trajectory to obtain a second image containing the road obstacles.

[0124] Exemplarily, the shooting area of the second camera can be 1m to 5m in front of the vehicle. The second image captures the road obstacles on the vehicle's pre-travel trajectory at close range to obtain more accurate and detailed obstacle information about the road obstacles.

[0125] Step S115: Obtain the obstacle type and visible area information based on the second image containing the road obstacles.

[0126] When the vehicle is moving, the camera in front of the vehicle can capture information about one side of the protruding obstacle. This captured side is the visible area information. There is another side of the protruding obstacle that faces away from the vehicle, and the other side facing away from the vehicle is the blind area information.

[0127] Computer vision algorithms can be used to detect the road obstacles in the second image in detail to determine the road obstacle type and visible area information.

[0128] The road obstacles in front of the vehicle are initially judged through the first image captured by the first camera, and then the second camera accurately captures the road obstacles on the vehicle's pre-travel trajectory to obtain a second image, so as to obtain accurate and detailed obstacle information about the road obstacles based on the second image.

[0129] In a possible implementation manner, the perception system may include a lidar. Please refer to Figure 8 , Step S12 may include Step S121 and Step S122.

[0130] Step S121: Obtain the height information of the road obstacles on the vehicle's pre-travel trajectory through the lidar.

[0131] The lidar can be installed at the bottom of the vehicle head to obtain the height information of the road obstacles before the wheels touch the road obstacles. The lidar emits and receives the returned laser to the road obstacles, generates point cloud data, and uses an algorithm to distinguish the ground points and road obstacle points in the point cloud data, and determines the height information of the road obstacles based on the ground points and road obstacle points.

[0132] Step S122: Predict the blind area information of the road obstacles based on the height information, obstacle type, and visible area information of the road obstacles.

[0133] The blind spot information can be symmetrical to the visible area information. The axis of symmetry between the blind spot and the visible area can be determined according to the height information of the road surface obstacle. For example, the line where the highest point of the road surface obstacle is located (perpendicular to the ground) is used as the axis of symmetry.

[0134] Exemplarily, please refer to Figure 9 , where the gray arrow represents the vehicle driving direction. In the case where the obstacle type is a raised obstacle, the visible area information is shown by a solid line, and the predicted blind spot information is shown by a dashed line. Please refer to Figure 10 , where the gray arrow represents the vehicle driving direction. In the case where the obstacle type is a sunken pothole, the visible area information is shown by a solid line, and the predicted blind spot information is shown by a dashed line.

[0135] In other embodiments, the blind spot information of the road surface obstacle on the predicted driving trajectory of the vehicle can also be obtained by a lidar. The lidar can be installed at the bottom of the vehicle head. The lidar emits and receives the returned laser to the road surface obstacle, generates point cloud data, and uses an algorithm to distinguish the ground points and road surface obstacle points in the point cloud data, and determines the blind spot information of the road surface obstacle according to the ground points and road surface obstacle points. It should be understood that the lidar can obtain the blind spot information of the corresponding road surface obstacle only when it emits to the blind spot.

[0136] In a possible implementation manner, the perception system may include a third camera. The distance between the third camera and the road surface obstacle is less than the distance between the second camera and the road surface obstacle. The third camera can capture the road surface obstacle at a closer distance, so that the height information of the road surface obstacle can be predicted more accurately according to the third image captured by the third camera. Exemplarily, the third camera can obtain millimeter-level details of the distance from the road surface.

[0137] Please refer to Figure 11 , step S12 may include step S123 and step S124.

[0138] Step S123, predicting the height information of the road surface obstacle on the predicted driving trajectory of the vehicle according to the third image including the road surface obstacle captured by the third camera.

[0139] If the third camera includes multiple sub-cameras, the road surface obstacle on the predicted driving trajectory of the vehicle can be captured from different angles respectively, and the height information of the road surface obstacle can be estimated by stereo vision technology.

[0140] If the third camera is a single camera, the depth of each point in the third image can be estimated through a deep learning model, and then the height information of the road surface obstacle on the predicted driving trajectory of the vehicle can be predicted.

[0141] Step S124, predicting the blind spot information of the road surface obstacle according to the height information, obstacle type and visible area information of the road surface obstacle.

[0142] The blind zone information can be symmetric to the visible zone information. The axis of symmetry between the blind zone and the visible zone can be determined according to the height information of the road surface obstacle. For example, the line where the highest point of the road surface obstacle is located (perpendicular to the ground) is used as the axis of symmetry.

[0143] It should be understood that the first camera can be configured with a first controller to process the first image obtained by the first camera, the second camera can be configured with a second controller to process the second image obtained by the second camera, and the third camera can be configured with a third controller to process the third image obtained by the third camera. In this way, the efficiency of determining the obstacle information of the road surface obstacle on the pre-travel trajectory of the vehicle can be improved. In other embodiments, the first camera, the second camera, and the third camera can also be connected to the vehicle controller to process the relevant image information.

[0144] In a possible implementation manner, please refer to Figure 12 , step S2 may include step S21 and step S22.

[0145] Step S21, determine the first adjustment strategy of the active suspension according to the obstacle type and the visible zone information.

[0146] The first adjustment strategy can be, but is not limited to, adjusting the damping, adjusting the height of the active suspension, etc.

[0147] Exemplarily, when it is recognized that the road surface obstacle is a convex obstacle, the damping can be reduced by the damper, and the wheel hub can be lifted in advance by the air suspension or a similar suspension; when it is recognized that the road surface obstacle is a concave pothole, the damping can be reduced by the damper, and the wheel hub can be pressed down in advance by the air suspension or a similar suspension. After it is recognized that there is a road surface obstacle on the pre-travel trajectory of the vehicle, the damping of the active suspension can be adjusted.

[0148] Determine whether to increase or decrease the height of the active suspension according to the obstacle type, and determine the amplitude of the adjustment of the height of the active suspension according to the visible zone information.

[0149] Exemplarily, when the obstacle type is a convex obstacle, the height of the active suspension is increased to adapt to the mutation when touching the convexity; when the obstacle type is a concave pothole, the height of the active suspension is decreased to adapt to the mutation when touching the concavity. The visible zone information can to a certain extent characterize the general situation of the height of the road surface obstacle. The greater the height of the road surface obstacle characterized by the visible zone information, the greater the amplitude of the adjustment of the height of the active suspension; the smaller the height of the road surface obstacle characterized by the visible zone information, the smaller the amplitude of the adjustment of the height of the active suspension.

[0150] Step S22, determine the second adjustment strategy of the active suspension according to the obstacle type, the visible zone information, the height information, and the blind zone information.

[0151] The second adjustment strategy can be, but is not limited to, damping recovery after the vehicle crosses a road obstacle, adjusting the vehicle suspension height, etc.

[0152] As the vehicle travels, after hitting a road obstacle, the vehicle's wheels will successively pass through the lowest point of the road obstacle, getting out of the road obstacle, etc. According to the obstacle type, visible area information, height information, and blind area information, the parameters of the active suspension after hitting the road obstacle are adjusted in a timely manner to adapt to the entire road obstacle.

[0153] Exemplarily, please continue to refer to Figure 9 , in the case where the obstacle type is a raised obstacle, before the vehicle's wheels reach the highest point of the raise, lower the height of the active suspension to adapt to the situation after the highest point of the raise. Before the wheels reach the end point of the raised obstacle, adaptively raise the height of the active suspension to adapt to the flat road condition after the end of the raised obstacle.

[0154] Exemplarily, please continue to refer to Figure 10 , in the case where the obstacle type is a sunken pothole, before the vehicle's wheels reach the lowest point of the depression, raise the height of the active suspension to adapt to the situation after the lowest point of the depression. Before the wheels reach the end point of the sunken obstacle, adaptively lower the height of the active suspension to adapt to the flat road condition after the end of the sunken pothole.

[0155] In a possible implementation manner, please refer to Figure 13 , step S4 may include step S41 and step S42.

[0156] Step S41, collect the tire pressure signal when the vehicle travels to a road obstacle through a tire pressure sensor.

[0157] Step S42, perform low-pass filtering on the tire pressure signal to obtain the low-frequency impact of the road obstacle. The tire pressure information of the road obstacle includes the low-frequency impact of the road obstacle.

[0158] In order to obtain a faster response time, it is necessary to collect the tire pressure signal at a high frequency. When the tire rotates at a high speed on the road surface, a high-frequency tire pressure signal will be generated, while the impact of the road obstacle on the tire is a signal with a large amplitude and low frequency. Therefore, it is necessary to perform low-pass filtering on the tire pressure signal to obtain the low-frequency impact of the obstacle. Since the excitation caused by road bumps is generally within 20 Hz, a filter can be used for low-pass filtering. Exemplarily, the band-pass cut-off frequency is set to 15 Hz, the stop-band cut-off frequency is 20 Hz, and the stop-band attenuation is 80 dB.

[0159] The tire pressure is directly related to the inner cavity volume. When pressing over a hard obstacle, the deformation of the tire causes a decrease in volume, resulting in an increase in pressure. For soft obstacles such as plastic bags, soft soil, and rubber, the change in tire pressure is not obvious. Therefore, the second adjustment strategy can be adjusted according to the tire pressure response.

[0160] Exemplarily, when the vehicle passes over a large arc-shaped hard obstacle (e.g., a speed bump), the excitation of the tire pressure can be as Figure 14 shown. When the vehicle passes over a stepped hard obstacle (e.g., a low step), the excitation of the tire pressure can be as Figure 15 shown. When the vehicle passes over a hard obstacle with sharp corners and spikes, the excitation of the tire pressure can be as Figure 16 shown.

[0161] In a possible implementation manner, referring to Figure 17 , step S5 may include step S51 and step S52.

[0162] Step S51, according to the obstacle information, determine the preset tire pressure information corresponding to the obstacle information.

[0163] Pre-calibrate the tire pressure information when the tire passes over a road obstacle identical to the obstacle information according to different obstacle information to obtain the preset tire pressure information.

[0164] Step S52, according to the preset tire pressure information, the second adjustment strategy, and the tire pressure information of the vehicle, determine the target control strategy to control the active suspension.

[0165] When the preset tire pressure information is consistent with the tire pressure information of the vehicle, determine the second adjustment strategy as the target control strategy to control the active suspension.

[0166] When the preset tire pressure information is not consistent with the tire pressure information of the vehicle, adjust the second adjustment strategy according to the tire pressure information of the vehicle to obtain the target control strategy to control the active suspension.

[0167] Exemplarily, when the tire pressure information basically does not change, and the possible road obstacle is a soft obstacle, then adjust the second adjustment strategy to the restoration corresponding to the first adjustment strategy, such as damping restoration, active suspension height restoration, etc.

[0168] The tire pressure information is more sensitive to obstacles with sudden shape changes, and there is still a lag in the tire pressure information for road excitation, which will still cause changes in the vehicle body posture.

[0169] In a possible implementation manner, referring to Figure 18 , step S5 may include step S53 and step S54.

[0170] Step S53: Determine the preset attitude information corresponding to the obstacle information according to the obstacle information.

[0171] Previously, according to different obstacle information, calibrate the attitude information of the tire when passing through the road obstacle with the same obstacle information to obtain the preset attitude information.

[0172] Step S54: Determine the target control strategy to control the active suspension according to the preset attitude information, the second adjustment strategy, and the attitude information of the vehicle.

[0173] The attitude information of the vehicle can be calculated from the sensor data of sensors such as a precision gyro sensor, a three-axis speed sensor, or an acceleration sensor.

[0174] When the preset attitude information is consistent with the attitude information of the vehicle, determine the second adjustment strategy as the target control strategy to control the active suspension;

[0175] When the preset attitude information is not consistent with the attitude information of the vehicle, adjust the second adjustment strategy according to the attitude information of the vehicle to obtain the target control strategy to control the active suspension.

[0176] Exemplarily, when the attitude information has basically not changed and the possible road obstacle is a soft obstacle, adjust the second adjustment strategy to the restoration corresponding to the first adjustment strategy, for example, damping restoration, active suspension height restoration, etc.

[0177] In other embodiments, the displacement and speed of the suspension actuator can also be controlled according to the elevation data of the vehicle body attitude and the road surface trajectory.

[0178] In a possible implementation manner, please refer to Figure 19 , step S5 may include step S55 to step S57.

[0179] Step S55: Determine the preset tire pressure information corresponding to the obstacle information according to the obstacle information.

[0180] Previously, according to different obstacle information, calibrate the tire pressure information of the tire when passing through the road obstacle with the same obstacle information to obtain the preset tire pressure information.

[0181] Step S56: Determine the preset attitude information corresponding to the obstacle information according to the obstacle information.

[0182] Previously, according to different obstacle information, calibrate the attitude information of the tire when passing through the road obstacle with the same obstacle information to obtain the preset attitude information.

[0183] Step S57: Determine the target control strategy to control the active suspension according to the preset tire pressure information, the second adjustment strategy, the tire pressure information of the vehicle, and the attitude information of the vehicle.

[0184] When the preset tire pressure information matches the tire pressure information of the vehicle and the preset attitude information matches the attitude information of the vehicle, the second adjustment strategy is determined as the target control strategy to control the active suspension.

[0185] When the preset tire pressure information does not match the tire pressure information of the vehicle or the preset attitude information does not match the attitude information of the vehicle, the second adjustment strategy is adjusted according to the attitude information of the vehicle to obtain the target control strategy to control the active suspension.

[0186] Through the multi-stage preview and vehicle body information introduction links, the splitting and front placement of the suspension adjustment amount are realized, shortening the stroke that needs to be adjusted in each control step, enhancing the uniformity of the control process, and improving the comfort of the suspension. At the same time, in this way, the computing resources required for each stage are reduced, the hardware cost is lowered, and the safety is improved.

[0187] It should be understood that it may be to obtain the tire pressure information and the attitude information of the vehicle based on the determination that there are road surface obstacles on the pre-travel trajectory of the vehicle, and not to obtain the tire pressure information and the attitude information of the vehicle when there are no road surface obstacles on the pre-travel trajectory of the vehicle, thereby reducing energy consumption.

[0188] To implement the above method embodiments, this embodiment provides a vehicle active suspension control device, which can be applied to a vehicle controller, such as Figure 20 as shown Figure 20 is a block diagram of a vehicle active suspension control device shown according to an exemplary embodiment. The vehicle active suspension control device 600 may include:

[0189] A first processing module 601, configured to determine obstacle information of a road surface obstacle on a pre-travel trajectory of the vehicle;

[0190] A second processing module 602, configured to determine a pre-control strategy for the active suspension according to the obstacle information, where the pre-control strategy includes a first adjustment strategy before the vehicle touches the road surface obstacle and a second adjustment strategy after the vehicle touches the road surface obstacle;

[0191] A third processing module 603, configured to control the active suspension according to the first adjustment strategy;

[0192] A fourth processing module 604, configured to obtain the tire pressure information and / or the attitude information of the vehicle when the vehicle travels to the road surface obstacle;

[0193] A fifth processing module 605, configured to determine a target control strategy to control the active suspension according to the obstacle information, the second adjustment strategy, and the tire pressure information and / or the attitude information of the vehicle.

[0194] Optionally, the first processing module 601 may include:

[0195] A first sub-processing module, configured to obtain the obstacle type and visible area information of the road surface obstacles on the pre-travel trajectory of the vehicle through the camera system;

[0196] A second sub-processing module, configured to obtain the height information and blind area information of the road surface obstacles on the pre-travel trajectory of the vehicle through the perception system, and the obstacle information includes the obstacle type, visible area information, height information, and blind area information.

[0197] Optionally, the camera system includes a first camera and a second camera. The distance between the shooting area of the first camera and the vehicle is greater than the distance between the shooting area of the second camera and the vehicle. The first sub-processing module is specifically configured to:

[0198] Obtain a first image including the road surface information in front of the vehicle captured by the first camera;

[0199] Determine the pre-travel trajectory of the vehicle according to the vehicle speed and the steering wheel angle;

[0200] Determine the road surface obstacles on the pre-travel trajectory of the vehicle according to the first image and the pre-travel trajectory;

[0201] Control the second camera to capture the road surface obstacles on the pre-travel trajectory of the vehicle to obtain a second image including the road surface obstacles;

[0202] Obtain the obstacle type and visible area information according to the second image including the road surface obstacles.

[0203] Optionally, the perception system includes a lidar. The second sub-processing module is specifically configured to:

[0204] Obtain the height information of the road surface obstacles on the pre-travel trajectory of the vehicle through the lidar;

[0205] Predict the blind area information of the road surface obstacles according to the height information, obstacle type, and visible area information of the road surface obstacles.

[0206] Optionally, the perception system includes a third camera. The distance between the third camera and the road surface obstacles is less than the distance between the second camera and the road surface obstacles. The second sub-processing module is specifically configured to:

[0207] Predict the height information of the road surface obstacles on the pre-travel trajectory of the vehicle according to the third image including the road surface obstacles captured by the third camera;

[0208] Predict the blind area information of the road surface obstacles according to the height information, obstacle type, and visible area information of the road surface obstacles.

[0209] Optionally, the second processing module 602 may include:

[0210] A third sub-processing module, configured to determine a first adjustment strategy for the active suspension according to the obstacle type and the visible area information;

[0211] A fourth sub-processing module, configured to determine a second adjustment strategy for the active suspension according to the obstacle type, the visible area information, the height information, and the blind area information.

[0212] Optionally, the fourth processing module 604 may include:

[0213] A fifth sub-processing module, configured to collect a tire pressure signal when the vehicle travels to a road obstacle through a tire pressure sensor;

[0214] A sixth sub-processing module, configured to perform low-pass filtering on the tire pressure signal to obtain a low-frequency impact of the road obstacle, and the tire pressure information of the road obstacle includes the low-frequency impact of the road obstacle.

[0215] Optionally, the fifth processing module 605 may include:

[0216] A seventh sub-processing module, configured to determine preset tire pressure information corresponding to the obstacle information according to the obstacle information;

[0217] An eighth sub-processing module, configured to determine a target control strategy to control the active suspension according to the preset tire pressure information, the second adjustment strategy, and the tire pressure information of the vehicle.

[0218] Optionally, the eighth sub-processing module is specifically configured to:

[0219] When the preset tire pressure information matches the tire pressure information of the vehicle, determine the second adjustment strategy as the target control strategy to control the active suspension;

[0220] When the preset tire pressure information does not match the tire pressure information of the vehicle, adjust the second adjustment strategy according to the tire pressure information of the vehicle to obtain a target control strategy to control the active suspension.

[0221] Optionally, the fifth processing module 605 may include:

[0222] A ninth sub-processing module, configured to determine preset attitude information corresponding to the obstacle information according to the obstacle information;

[0223] A tenth sub-processing module, configured to determine a target control strategy to control the active suspension according to the preset attitude information, the second adjustment strategy, and the attitude information of the vehicle.

[0224] Optionally, the tenth sub-processing module is specifically configured to:

[0225] When the preset attitude information matches the attitude information of the vehicle, determine the second adjustment strategy as the target control strategy to control the active suspension;

[0226] When the preset attitude information does not match the attitude information of the vehicle, adjust the second adjustment strategy according to the attitude information of the vehicle to obtain the target control strategy to control the active suspension.

[0227] Optionally, the fifth processing module 605 may include:

[0228] The eleventh sub-processing module is configured to determine the preset tire pressure information corresponding to the obstacle information according to the obstacle information;

[0229] The twelfth sub-processing module is configured to determine the preset attitude information corresponding to the obstacle information according to the obstacle information;

[0230] The thirteenth sub-processing module is configured to determine the target control strategy to control the active suspension according to the preset tire pressure information, the second adjustment strategy, the tire pressure information of the vehicle, and the attitude information of the vehicle.

[0231] Regarding the vehicle active suspension control device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments of the vehicle active suspension control method, and will not be elaborated herein.

[0232] The embodiments of the present disclosure further provide a controller, including:

[0233] A memory on which a computer program is stored;

[0234] A processor for executing the computer program in the memory to implement the steps of the above vehicle active suspension method.

[0235] The embodiments of the present disclosure further provide a vehicle, and the vehicle includes the above controller.

[0236] The embodiments of the present disclosure further provide a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above vehicle active suspension control method are implemented.

[0237] The embodiments of the present disclosure further provide a computer program product, including a computer program, and when the computer program is executed by a processor, the steps of the above vehicle active suspension control method are implemented.

[0238] The preferred embodiments of the present disclosure have been described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0239] In addition, it should be noted that, among the various specific technical features described in the above specific embodiments, they can be combined in any appropriate manner without contradiction. To avoid unnecessary repetition, the present disclosure will not separately describe various possible combination manners.

[0240] In addition, any combination can be made among various different embodiments of the present disclosure, as long as it does not violate the idea of the present disclosure, and it should equally be regarded as the content disclosed by the present disclosure.

Claims

1. A vehicle active suspension control method, characterized in that: include: Determining obstacle information of road obstacles on a pre-travel trajectory of the vehicle; Determining a pre-control strategy of the active suspension according to the obstacle information, the pre-control strategy comprising a first adjustment strategy before the vehicle hits the road obstacle and a second adjustment strategy after the vehicle hits the road obstacle; controlling the active suspension according to the first adjustment strategy; Acquiring tire pressure information of the vehicle and / or posture information of the vehicle when the vehicle travels to the road obstacle; determining a target control strategy to control the active suspension according to the obstacle information, the second adjustment strategy, and the tire pressure information of the vehicle and / or the posture information of the vehicle; Determining a target control strategy to control the active suspension according to the obstacle information, the second adjustment strategy, and the tire pressure information of the vehicle includes: Determining, according to the obstacle information, preset tire pressure information corresponding to the obstacle information; In a case where the preset tire pressure information is consistent with the tire pressure information of the vehicle, determining the second adjustment strategy as a target control strategy to control the active suspension; Determining a target control strategy to control the active suspension according to the obstacle information, the second adjustment strategy, and the posture information of the vehicle includes: Determining, according to the obstacle information, preset posture information corresponding to the obstacle information; In a case where the preset posture information matches the posture information of the vehicle, determining the second adjustment strategy as a target control strategy to control the active suspension; Determining a target control strategy to control the active suspension according to the obstacle information, the second adjustment strategy, the tire pressure information of the vehicle, and the posture information of the vehicle includes: Determining, according to the obstacle information, preset tire pressure information corresponding to the obstacle information; Determining, according to the obstacle information, preset posture information corresponding to the obstacle information; When the preset tire pressure information is consistent with the tire pressure information of the vehicle, and the preset posture information is consistent with the posture information of the vehicle, the second adjustment strategy is determined as the target control strategy to control the active suspension.

2. The vehicle active suspension control method according to claim 1, characterized in that: The determining of obstacle information of road obstacles on the vehicle's pre-travel trajectory includes: Obtain obstacle type and visible area information of road obstacles on the vehicle's pre-travel trajectory through a camera system; The height information and blind spot information of road obstacles on the vehicle's pre-driving trajectory are obtained through a perception system, wherein the obstacle information includes the obstacle type, the visible area information, the height information and the blind spot information.

3. The vehicle active suspension control method according to claim 2, characterized in that: The camera system includes a first camera and a second camera, the distance between the shooting area of ​​the first camera and the vehicle is greater than the distance between the shooting area of ​​the second camera and the vehicle, and the obstacle type and visible area information of the road obstacle on the vehicle's pre-driving trajectory are obtained through the camera system, including: Acquire a first image captured by the first camera and containing road surface information in front of the vehicle; Determining a predicted driving trajectory of the vehicle according to the vehicle speed and steering wheel angle of the vehicle; Determining road obstacles on the pre-driving trajectory of the vehicle according to the first image and the pre-driving trajectory; Controlling the second camera to photograph road obstacles on the pre-travel track of the vehicle to obtain a second image including the road obstacles; Obstacle type and visible area information are obtained according to the second image containing the road obstacle.

4. The vehicle active suspension control method according to claim 3, characterized in that: The perception system includes a laser radar, and the height information and blind spot information of road obstacles on the vehicle's pre-driving trajectory are obtained through the perception system, including: Obtaining height information of road obstacles on the vehicle's pre-travel trajectory through laser radar; The blind spot information of the road obstacle is predicted according to the height information, obstacle type and visible area information of the road obstacle.

5. The vehicle active suspension control method according to claim 3, characterized in that: The perception system includes a third camera, the distance between the third camera and the road obstacle is smaller than the distance between the second camera and the road obstacle, and the height information and blind spot information of the road obstacle on the vehicle's pre-driving trajectory are obtained through the perception system, including: Predicting height information of road obstacles on the pre-travel trajectory of the vehicle according to the third image containing the road obstacles taken by the third camera; The blind spot information of the road obstacle is predicted according to the height information, obstacle type and visible area information of the road obstacle.

6. The vehicle active suspension control method according to claim 2, characterized in that: Determining the pre-control strategy of the active suspension according to the obstacle information includes: Determining a first adjustment strategy of the active suspension according to the obstacle type and the visible area information; A second adjustment strategy for the active suspension is determined according to the obstacle type, the visible area information, the height information, and the blind area information.

7. The vehicle active suspension control method according to claim 1, characterized in that: Acquiring tire pressure information of the vehicle when the vehicle travels to the road obstacle, including: collecting a tire pressure signal when the vehicle encounters the road obstacle by means of a tire pressure sensor; The tire pressure signal is low-pass filtered to obtain the low-frequency impact of the road obstacle, and the tire pressure information of the road obstacle includes the low-frequency impact of the road obstacle.

8. The vehicle active suspension control method according to claim 1, characterized in that: The method further comprises: When the preset tire pressure information does not match the tire pressure information of the vehicle, the second adjustment strategy is adjusted according to the tire pressure information of the vehicle to obtain a target control strategy to control the active suspension.

9. The vehicle active suspension control method according to claim 1, characterized in that: The method comprises: In the case where the preset posture information does not match the posture information of the vehicle, the second adjustment strategy is adjusted according to the posture information of the vehicle to obtain a target control strategy to control the active suspension.

10. A controller, characterized in that: include: a memory having a computer program stored thereon; A processor is used to execute the computer program in the memory to implement the steps of the vehicle active suspension control method according to any one of claims 1 to 9.

11. A vehicle, characterized in that: The vehicle comprises the controller of claim 10.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the vehicle active suspension control method described in any one of claims 1 to 9 are implemented.

13. A computer program product, characterized in that The invention comprises a computer program, which, when executed by a processor, implements the steps of the vehicle active suspension control method according to any one of claims 1 to 9.

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