A vehicle suspension system control method, vehicle and storage medium

Abstract

The application discloses a vehicle suspension system control method, a vehicle and a storage medium, wherein the vehicle suspension system comprises: obtaining a driving condition of the vehicle; when the number of driving conditions is multiple, obtaining preset priorities corresponding to multiple driving conditions; comparing the preset priorities corresponding to multiple driving conditions to obtain a target current corresponding to a driving condition with the highest level among multiple preset priorities; and controlling and adjusting the damper of the vehicle according to the target current to inhibit the pitching motion of the vehicle. The application sets control priorities for multiple different driving conditions, focuses on adjusting the suspension system for the driving condition with a higher priority, so that the suspension system can adjust the pitching motion of the vehicle in multiple different driving conditions, effectively solves the problem that the driving condition for adjusting the pitching motion of the vehicle is single, and greatly improves the safety and comfort of the suspension system in adjusting different driving conditions.

Description

TECHNICAL FIELD

[0001] The present application relates to a suspension device, in particular to a vehicle suspension system control method, a vehicle and a storage medium. BACKGROUND

[0002] When a vehicle encounters road damage, protrusions, depressions and the like during driving, or encounters emergency acceleration and braking driving conditions, it is easy to produce pitch motion of the front and rear of the vehicle body. When the vehicle emergency accelerates and brakes, the vehicle body longitudinal acceleration exceeds a certain threshold, and in extreme conditions, the anti-lock system or traction control system function is activated, etc. At this time, it will produce greater pitch motion than general acceleration and braking. However, in the current existing semi-active suspension control strategy, generally only based on the skyhook control principle to suppress the pitch motion of the vehicle during steady driving, and for different conditions such as emergency acceleration, braking and anti-lock system or traction control system function activation, the suspension system is not suppressed or adjusted, and it is easy to conflict with each other, therefore, the current vehicle suspension system control is not complete, and cannot guarantee the comfort and safety of the vehicle during pitch motion in different driving environments. SUMMARY

[0003] The present application aims to provide a vehicle suspension system control method, a vehicle and a storage medium, to solve one or more technical problems existing in the prior art, and at least provide a beneficial choice or create conditions.

[0004] According to the vehicle suspension system control method of the first aspect of the present application, the method comprises:

[0005] Obtaining the driving condition of the vehicle;

[0006] When the number of driving conditions is multiple, obtaining the preset priority corresponding to multiple driving conditions;

[0007] Comparing the preset priorities corresponding to multiple driving conditions, obtaining the target current corresponding to the driving condition with the highest level among multiple preset priorities;

[0008] According to the target current, control and adjust the damper damping of the vehicle to suppress the pitch motion of the vehicle.

[0009] The technical scheme has at least the following beneficial effects: the driving conditions of the vehicle under the current working condition are acquired, for example, whether the anti-lock braking system or the traction control system function is activated, whether the vehicle is subjected to emergency acceleration or braking, etc., each driving condition is provided with a target current for controlling the damper of the vehicle, and considering that multiple driving conditions often occur simultaneously in the actual driving process of the vehicle, the priorities of multiple different driving conditions are preset, the priorities corresponding to the multiple driving conditions in which the vehicle is located during the actual driving are compared, the target current corresponding to the driving condition with the highest preset priority is controlled to be output, and the damper of the vehicle is controlled and adjusted according to the target current, so that the effect of inhibiting the vehicle pitch motion is achieved. By setting the control priorities of multiple different driving conditions, the suspension system is adjusted mainly for the driving condition with a higher priority, so that the suspension system can adjust the pitch motion of the vehicle in multiple different driving conditions, effectively solve the problem of single driving condition for adjusting the pitch motion of the vehicle, and greatly improve the safety and comfort of the suspension system in adjusting different driving conditions.

[0010] According to some embodiments of the application, the driving conditions include an anti-lock braking system or traction control system activation state, a brake master cylinder pressure change rate, an accelerator pedal opening degree change rate, and a roof control activation state, and the acquisition of the driving conditions of the vehicle includes: acquiring at least one of the anti-lock braking system or traction control system activation state, the brake master cylinder pressure change rate, the accelerator pedal opening degree change rate, or the roof control activation state.

[0011] According to some embodiments of the application, the comparison of the preset priorities corresponding to the multiple driving conditions includes:

[0012] The preset priority of the anti-lock braking system or traction control system activation state is higher than the preset priority of the brake master cylinder pressure change rate.

[0013] The preset priority of the brake master cylinder pressure change rate is equal to the preset priority of the accelerator pedal opening degree change rate.

[0014] The preset priority of the accelerator pedal opening degree change rate is higher than the preset priority of the roof control activation state.

[0015] According to some embodiments of the application, the acquisition of the driving conditions of the vehicle includes:

[0016] Detecting whether the anti-lock braking system or the traction control system is activated, and determining to acquire the anti-lock braking system or traction control system activation state when any of the anti-lock braking system or the traction control system is activated.

[0017] According to some embodiments of the present application, the driving condition of the vehicle is obtained by:

[0018] A first threshold of brake master cylinder pressure change of the vehicle is obtained.

[0019] It is determined whether the brake master cylinder pressure change rate is greater than the first threshold of brake master cylinder pressure change. When the brake master cylinder pressure change rate is greater than the first threshold of brake master cylinder pressure change, the brake master cylinder pressure change rate is obtained.

[0020] According to some embodiments of the present application, the driving condition of the vehicle is obtained by:

[0021] A threshold of accelerator pedal opening degree change of the vehicle is obtained.

[0022] It is determined whether the accelerator pedal opening degree change rate is greater than the threshold of accelerator pedal opening degree change. When the accelerator pedal opening degree change rate is greater than the threshold of accelerator pedal opening degree change, the accelerator pedal opening degree change rate is obtained.

[0023] According to some embodiments of the present application, the driving condition of the vehicle is obtained by:

[0024] It is determined whether the skyhook control is activated. When the skyhook control is activated, the activated state of the skyhook control is obtained.

[0025] According to some embodiments of the present application, the target current corresponding to the driving condition with the highest priority among the plurality of preset priorities is obtained by:

[0026] When the driving condition with the highest priority is the brake master cylinder pressure change rate, the pitch angular velocity and the longitudinal acceleration of the vehicle are obtained.

[0027] The target current is adjusted according to the brake master cylinder pressure change rate, the pitch angular velocity and the longitudinal acceleration, and the adjusted target current is outputted.

[0028] According to some embodiments of the present application, the target current is adjusted according to the brake master cylinder pressure change rate, the pitch angular velocity and the longitudinal acceleration by:

[0029] The target current is adjusted according to the brake master cylinder pressure change rate, and the adjusted target current is recorded as a first initial current. The first initial current is outputted.

[0030] A second threshold of brake master cylinder pressure change of the vehicle is obtained.

[0031] When the brake master cylinder pressure change rate is less than the brake master cylinder pressure change second threshold value, the first initial current is adjusted according to the pitch angular velocity and the longitudinal acceleration, the adjusted first initial current is recorded as a first later-stage current, and the first later-stage current is outputted, and the adjusting the damper damping of the vehicle according to the target current control is adjusting the damper damping of the vehicle according to the first later-stage current control.

[0032] According to some embodiments of the present application, the obtaining the target current corresponding to the driving condition with the highest level in the plurality of preset priorities comprises:

[0033] When the driving condition with the highest preset priority is the accelerator pedal opening degree change rate, the pitch angular velocity and the longitudinal acceleration of the vehicle are obtained.

[0034] The target current is adjusted according to the accelerator pedal opening degree change rate, the pitch angular velocity and the longitudinal acceleration, and the adjusted target current is outputted.

[0035] According to some embodiments of the present application, the adjusting the target current according to the accelerator pedal opening degree change rate, the pitch angular velocity and the longitudinal acceleration comprises:

[0036] The target current is adjusted according to the accelerator pedal opening degree change rate, the adjusted target current is recorded as a second initial current, and the second initial current is outputted.

[0037] A preset accelerator pedal opening degree change second threshold value of the vehicle is obtained.

[0038] When the accelerator pedal opening degree change rate is less than the preset accelerator pedal opening degree change second threshold value, the second initial current is adjusted according to the pitch angular velocity and the longitudinal acceleration, the adjusted second initial current is recorded as a second later-stage current, and the second later-stage current is outputted, and the adjusting the damper damping of the vehicle according to the target current control is adjusting the damper damping of the vehicle according to the second later-stage current control.

[0039] According to some embodiments of the present application, the obtaining the target current corresponding to the driving condition with the highest level in the plurality of preset priorities comprises:

[0040] When the driving condition with the highest preset priority is an anti-lock braking system or a traction control system activation state, the longitudinal acceleration of the vehicle is obtained.

[0041] The target current is adjusted according to the longitudinal acceleration of the vehicle, and the adjusted target current is outputted.

[0042] According to some embodiments of the present application, the obtaining of the target current corresponding to the driving condition with the highest priority among the plurality of preset priorities comprises:

[0043] When the driving condition with the highest preset priority is the skyhook control active state, obtaining a damper demand damping force and a damper speed of the vehicle;

[0044] Adjusting the target current according to the damper demand damping force and the damper speed, and outputting the adjusted target current.

[0045] According to the second aspect of the embodiments of the present application, a vehicle comprises a memory, a processor, and a program stored in the memory and executable on the processor, and the program is executed by the processor to implement the vehicle suspension system control method described above.

[0046] The technical solution has at least the following beneficial effects: when the vehicle is driving, the vehicle roll movement in different driving conditions is suppressed by using the vehicle suspension system control method described above, the vehicle roll movement can be adjusted in a plurality of different driving conditions, the problem of single driving condition for adjusting the vehicle roll movement is effectively solved, and the smoothness, safety and comfort of the vehicle in different driving conditions are greatly improved.

[0047] According to the third aspect of the embodiments of the present application, a computer readable storage medium stores computer executable instructions, and the computer executable instructions are used to make a computer execute the vehicle suspension system control method described above.

[0048] The technical solution has at least the following beneficial effects: the vehicle suspension system control method described above can be implemented as a computer program and tangibly contained in a computer readable storage medium, when the processor uses the computer readable storage medium to control the suspension system of the vehicle, the control priority is set for a plurality of different driving conditions, the suspension system is adjusted mainly for the driving condition with higher priority, the suspension system can adjust the vehicle roll movement in a plurality of different driving conditions, the problem of single driving condition for adjusting the vehicle roll movement is effectively solved, and the safety and comfort of the suspension system in different driving conditions are greatly improved.

[0049] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter.

[0050] In the following description, reference is made to the accompanying drawings which form a part hereof, and in which are shown by way of illustration various embodiments of the present application. It is to be understood that other embodiments can be used and structural or logical changes can be made without departing from the scope of the present application. The following detailed description, therefore, is not to be taken in a limiting sense, as the scope of the present application is defined by the appended claims. BRIEF DESCRIPTION OF DRAWINGS

[0051] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly described in the following. Obviously, the described drawings only represent some of the embodiments of the present application, rather than all the embodiments, and the person skilled in the art can also obtain other design schemes and drawings from these drawings without any creative effort.

[0052] Figure 1 is the overall flowchart of the vehicle suspension system control method of the present application.

[0053] Figure 2 is the flowchart of obtaining the driving condition of the vehicle in the vehicle suspension system method of the present application.

[0054] Figure 3 is the flowchart of controlling the output of the target current corresponding to the driving condition with the highest preset priority in the vehicle suspension system method of the present application. DETAILED DESCRIPTION

[0055] The embodiments of the present application will be described in detail below, and examples of the embodiments are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present application, and cannot be understood as a limitation of the present application.

[0056] In the description of the present application, it should be understood that the orientation description, such as the orientation or position relationship indicated by up, down, front, back, left, right, etc. is based on the orientation or position relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the device or element indicated must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0057] In the description of the present application, the meaning of several is one or more, and the meaning of multiple is two or more. Greater than, less than, more than, etc. are understood as not including the number, and above, below, etc. are understood as including the number. If it is described as first, second, etc. only for the purpose of distinguishing technical features, it cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the sequence of indicated technical features.

[0058] In the description of the present application, unless otherwise explicitly limited, the words such as setting, installing, connecting, etc. should be understood in a broad sense, and the person skilled in the art can reasonably determine the specific meaning of the above words in the present application in combination with the specific content of the technical solution.

[0059] Referring to Figure 1 , the vehicle suspension system control method of the first aspect embodiment includes but is not limited to the following steps:

[0060] Step S100, obtain the driving condition of the vehicle. There are various driving conditions that affect the vehicle's pitch motion, and different driving conditions will be configured with different control strategies, therefore, the current vehicle driving condition needs to be obtained first to better control the vehicle's pitch motion.

[0061] Step S200, when the number of driving conditions is multiple, obtain the preset priority corresponding to multiple driving conditions. In the vehicle, different driving conditions are pre-configured with different priorities.

[0062] Step S300, compare the preset priorities corresponding to multiple driving conditions, and obtain the target current corresponding to the driving condition with the highest priority among multiple preset priorities. After obtaining multiple driving conditions of the current vehicle, compare the priorities corresponding to the obtained multiple driving conditions, select the driving condition with the highest priority, and output the target current corresponding to the driving condition. In this way, the problem of mutual interference of control strategies configured by multiple driving conditions can be effectively solved.

[0063] Step S400, adjust the damper damping of the vehicle according to the target current to suppress the pitch motion of the vehicle. The damper damping of the vehicle is adjusted by using the target current corresponding to the driving condition with the highest priority to suppress the pitch motion of the vehicle, so that the vehicle can maintain sufficient stability, safety and comfort.

[0064] As can be seen from the above, the driving condition of the vehicle under the current working condition is obtained first, for example, whether the anti-lock braking system or the traction control system function is activated, whether the vehicle is being accelerated or braked in an emergency, etc. Each driving condition is provided with a target current for controlling the damper damping of the vehicle. Considering that multiple driving conditions often occur simultaneously during actual vehicle driving, the priorities of multiple different driving conditions are pre-set. Among multiple driving conditions during actual vehicle driving, the priorities corresponding to multiple driving conditions are compared, and the target current corresponding to the driving condition with the highest preset priority is controlled and output. The damper damping of the vehicle is adjusted according to the target current to suppress the pitch motion of the vehicle. In this way, by setting the control priorities of multiple different driving conditions, the suspension system is adjusted mainly for the driving condition with higher priority, so that the suspension system can adjust the pitch motion of the vehicle in multiple different driving conditions, effectively solving the problem of single driving condition for adjusting the pitch motion of the vehicle, and greatly improving the safety and comfort of the suspension system in different driving conditions.

[0065] The driving conditions of the vehicle are various, in the embodiment, the driving conditions include the active state of the anti-lock braking system or the traction control system, the change rate of the brake master cylinder pressure, the change rate of the accelerator pedal opening, and the active state of the roof control. The driving conditions of the vehicle are obtained by obtaining at least one of the active state of the anti-lock braking system or the traction control system, the change rate of the brake master cylinder pressure, the change rate of the accelerator pedal opening, and the active state of the roof control. When the vehicle is uniformly driven or is accelerated or decelerated at a low speed on a normal road, the pitch angular velocity is generally low, and no additional control of the vehicle pitch is needed, and the base damping force of the shock absorber can effectively control the excessive pitch movement of the vehicle. When the vehicle is driven on uneven cement roads, dilapidated roads, or test field characteristic roads, the pitch movement is obvious when passing through some pits, convexes, roads, and bridges, and the roof control function is needed to control the pitch movement, reduce the pitch of the vehicle body, keep the vehicle body stable, and improve the driving comfort. Therefore, the active state of the roof control is considered as the driving condition. When the vehicle is in emergency acceleration or emergency braking, the pitch movement of the vehicle body is generally obvious, and the damping of the shock absorber needs to be quickly increased to better suppress the pitch movement of the vehicle body. At this time, the hysteresis of the roof control is obvious, and the damping of the shock absorber cannot be continuously maintained. Therefore, additional control function is needed to control the driving condition, and the change rate of the brake master cylinder pressure and the change rate of the accelerator pedal opening are considered as the driving conditions. When the anti-lock braking system and the traction control system of the vehicle are activated, the vehicle needs a large damping force to keep the stability of the vehicle body, and additional control function is needed to control the driving condition. The active state of the anti-lock braking system or the traction control system is considered as the driving condition.

[0066] When the obtained driving condition is one, the target current corresponding to the driving condition is directly controlled to be output, and the damping of the shock absorber of the vehicle can be directly adjusted according to the output target current. Because the acceleration action and the braking action are generally selected only one in the actual driving process, the change rate of the brake master cylinder pressure and the change rate of the accelerator pedal opening have only one of the four driving conditions described above at most, and the vehicle has at most three different driving conditions when driving.

[0067] The activation of the anti-lock braking system or the traction control system mainly considers the safety of driving, at this time the braking force request of the vehicle is larger, in order to ensure that the vehicle can be safely braked, the output of the target current should be more focused on, and for the sky control, it is mainly considered to improve the comfort of the vehicle when passing through the uneven road, so the sky control activation state is compared with the change rate of the brake master cylinder pressure and the change rate of the accelerator pedal opening, the change rate of the brake master cylinder pressure and the change rate of the accelerator pedal opening are more focused on ensuring the safety of vehicle driving, and the priority should also be set higher. Considering that only one of braking or acceleration exists in general vehicle driving, the priority of the brake master cylinder pressure change rate is the same as the priority of the accelerator pedal opening change rate. As can be seen from the above, in step S300, the above four driving conditions are sorted, in this embodiment, the preset priorities corresponding to the driving conditions are compared, including:

[0068] The preset priority of the anti-lock braking system or the traction control system activation state is higher than the preset priority of the brake master cylinder pressure change rate;

[0069] The preset priority of the brake master cylinder pressure change rate is equal to the preset priority of the accelerator pedal opening change rate;

[0070] The preset priority of the accelerator pedal opening change rate is higher than the preset priority of the sky control activation state.

[0071] In the above driving condition sorting, the target current is first output for the driving condition around improving driving safety, and the harder damper damping of the vehicle is ensured to meet the driving safety in emergency, and then the damper damping of the vehicle is adjusted to ensure better comfort of the vehicle.

[0072] When the anti-lock braking system or the traction control system function is activated, the vehicle's pitch motion is severe at this time, and the target current of the control damper damping needs to be output for this driving condition, therefore, when the anti-lock braking system or the traction control system function is not activated, the target current of the adjustment strategy is not needed to be obtained, so as to avoid covering the target current output by other driving conditions, as shown in Figure 2 Therefore, in step S100, as an embodiment of obtaining the driving condition of the vehicle, the anti-lock braking system or the traction control system activation state is obtained, including but not limited to the following steps:

[0073] Step S111, detecting whether the anti-lock braking system or the traction control system is activated, when either of the anti-lock braking system or the traction control system is activated, proceeding to step S112, determining to acquire the anti-lock braking system or the traction control system activation state. When the anti-lock braking system or the traction control system is activated, the vehicle needs the maximum damping force to suppress the vehicle pitch motion at this time, so as to maintain the stability of the vehicle body. The priority of the anti-lock braking system or the traction control system is the highest, and when activated, a target current for adjusting the damping of the vehicle shock absorber is correspondingly output, which covers the target current output corresponding to other driving conditions, so as to ensure that the driving condition is responded preferentially.

[0074] When the vehicle is in emergency braking, the body pitch motion is generally more obvious. In order to improve the stability of the vehicle body and the comfort of the driver and passenger, it is necessary to quickly increase the damping of the shock absorber so as to better suppress the pitch motion of the vehicle body. At this time, the sky control hysteresis is more obvious, and the damping of the shock absorber cannot be continuously maintained. Therefore, an additional control function is needed to control this driving condition. As a second embodiment of acquiring the driving condition of the vehicle, the change rate of the brake master cylinder pressure is acquired, including:

[0075] Step S121, acquiring a preset brake master cylinder pressure change first threshold of the vehicle. In each different type of vehicle, a threshold responding to the brake master cylinder pressure, that is, the brake master cylinder pressure change first threshold, is configured.

[0076] Step S122, determining whether the brake master cylinder pressure change rate is greater than the brake master cylinder pressure change first threshold. When the brake master cylinder pressure change rate is greater than the brake master cylinder pressure change first threshold, proceeding to step S123, determining to acquire the brake master cylinder pressure change rate. When the brake master cylinder pressure change rate is less than the brake master cylinder pressure change first threshold, the braking of the vehicle is slow at this time, and the pitch motion of the vehicle body is small, so that additional control of the pitch motion of the vehicle is not needed. At this time, the brake master cylinder pressure change is not considered as one of the driving conditions. When the brake master cylinder pressure change rate is large, exceeding the brake master cylinder pressure change first threshold, it is determined that the braking of the vehicle is urgent, and additional control of the pitch motion of the vehicle is needed. Therefore, the brake master cylinder pressure change rate needs to be acquired at this time, and is considered as one of the driving conditions.

[0077] When the vehicle is in emergency acceleration, similarly, the body pitch motion is generally more obvious. In order to improve the stability of the vehicle body and the comfort of the driver and passenger, it is necessary to quickly increase the damping of the shock absorber so as to better suppress the pitch motion of the vehicle body. Emergency acceleration and emergency braking generally only exist in one of the two conditions. Therefore, the two driving conditions can be set to the same priority. As a third embodiment of acquiring the driving condition of the vehicle, the acceleration pedal opening change rate is acquired, including:

[0078] Step 131, obtaining a preset accelerator pedal opening degree change threshold of the vehicle. In each different type of vehicle, a threshold responding to the accelerator pedal opening degree change, that is, the accelerator pedal opening degree change threshold, is configured.

[0079] Step 132, judging whether the accelerator pedal opening degree change rate is greater than the accelerator pedal opening degree change threshold. When the accelerator pedal opening degree change rate is greater than the accelerator pedal opening degree change threshold, step 133 is entered, and it is determined that the accelerator pedal opening degree change rate is obtained. When the accelerator pedal opening degree change rate is less than the accelerator pedal opening degree change threshold, the vehicle is accelerated slowly at this time, and the vehicle body pitch movement is small, so that additional control of the vehicle body pitch movement is not needed, and the accelerator pedal opening degree change is not considered as one of the driving conditions at this time. When the accelerator pedal opening degree change rate is large, it exceeds the accelerator pedal opening degree change threshold, so it is judged that the vehicle is braked urgently, and additional control of the vehicle body pitch movement is needed. Therefore, the accelerator pedal opening degree change rate is obtained at this time, and is considered as one of the driving conditions.

[0080] When the vehicle is uniformly driven on ordinary road surface or is driven at low acceleration and deceleration, the pitch angular velocity of the vehicle is generally low, so that additional control of the vehicle body pitch movement is not needed, and the base damping force of the shock absorber can effectively control the excessive vehicle body pitch movement. When the vehicle is driven on uneven cement road, dilapidated road or test field characteristic road surface, etc., there is obvious vehicle body pitch movement when passing through some pits, bumps, road bridges, etc. At this time, the vehicle body pitch movement needs to be controlled by the skyhook pitch control function to reduce the vehicle body pitch and keep the vehicle body stable, thereby improving the driving comfort. As the fourth embodiment of obtaining the driving condition of the vehicle, the skyhook control activation state is obtained, including:

[0081] Step S141, detecting whether the skyhook control is activated. When the skyhook control is activated, step S142 is entered, and it is determined that the skyhook control activation state is obtained. When the vehicle is uniformly driven on ordinary road surface or is driven at low acceleration and deceleration, the skyhook control is not activated at this time because additional control of the vehicle body pitch movement is not needed, so that the skyhook control is not considered as one of the driving conditions. When the vehicle is driven on uneven road surface, obvious vehicle body pitch movement is generated, so that the skyhook control is activated and is considered as one of the driving conditions for suppressing the vehicle body pitch movement.

[0082] Different driving conditions need to consider different factors when the target current corresponding to the control output is obtained, such as Figure 3 As shown in FIG. 7, as the first embodiment, the target current corresponding to the driving condition with the highest priority among the plurality of preset priorities is obtained in step S300, including:

[0083] When the preset priority of the driving condition is the brake master cylinder pressure rate of change, step S311 is entered, and the pitch angular velocity and the longitudinal acceleration of the vehicle are obtained. Four height sensors are installed on the vehicle to obtain the pitch angular velocity of the vehicle, the two connection points of the height sensors are located at the control arm and the auxiliary vehicle height respectively, the height displacement is measured, and four vehicle body acceleration sensors or IMU chips built in the controller are used to obtain the longitudinal acceleration of the vehicle.

[0084] In step S312, the target current is adjusted according to the brake master cylinder pressure rate of change, the pitch angular velocity and the longitudinal acceleration, and the adjusted target current is output. The brake master cylinder pressure rate of change, the pitch angular velocity and the longitudinal acceleration are positively correlated with the target current respectively, the greater the values of the brake master cylinder pressure rate of change, the pitch angular velocity and the longitudinal acceleration, the greater the target current controlled and output, so as to further inhibit the roll movement of the vehicle.

[0085] In step S312, when the vehicle is in emergency braking, the brake master cylinder pressure rate of change reaches the activated threshold value, but due to the hysteresis of the pitch angular velocity and the longitudinal acceleration of the vehicle, the target current is output in sections. Specifically, the target current is adjusted according to the brake master cylinder pressure rate of change, the pitch angular velocity and the longitudinal acceleration, including:

[0086] In step S3121, the target current is adjusted according to the brake master cylinder pressure rate of change, the adjusted target current is recorded as the first initial current, and the first initial current is output. In the initial stage of control, the current is mainly adjusted according to the brake master cylinder pressure rate of change, at this time, the damper of the vehicle is controlled and adjusted according to the first initial current, so as to realize the initial control of the roll movement of the vehicle.

[0087] In step S3122, the preset second threshold value of the brake master cylinder pressure rate of change of the vehicle is obtained.

[0088] In step S3123, when the brake master cylinder pressure rate of change is less than the second threshold value of the brake master cylinder pressure rate of change, the first initial current is adjusted according to the pitch angular velocity and the longitudinal acceleration, the adjusted first initial current is recorded as the first later current, and the first later current is output, and the damper of the vehicle is controlled and adjusted according to the first later current. After the brake master cylinder pressure rate of change decreases, the current is mainly set and controlled through the pitch angular velocity and the longitudinal acceleration, at this time, the first later current output is also the target current for controlling and adjusting the damper, the duration is different due to the characteristics of the vehicle, and the basic principle is that the first later current gradually decreases, so as to effectively inhibit the roll movement of the vehicle, and not to make the vehicle too hard and produce an uncomfortable feeling.

[0089] Different driving conditions, the factors need to be considered when controlling the output of the corresponding target current are different, in step S300, as an embodiment two, the target current corresponding to the driving condition with the highest level in the plurality of preset priorities is obtained, including:

[0090] When the driving condition with the highest preset priority is the accelerator pedal opening degree change rate, step S321 is entered, and the pitch angle velocity and the longitudinal acceleration of the vehicle are obtained. For the acquisition of the pitch angle velocity and the longitudinal acceleration, the four height sensors and the four vehicle body accelerations or the IMU chip built-in the controller are also used to obtain.

[0091] In step S322, the target current is adjusted according to the accelerator pedal opening degree change rate, the pitch angle velocity and the longitudinal acceleration, and the adjusted target current is output. The accelerator pedal opening degree change rate, the pitch angle velocity and the longitudinal acceleration are positively correlated with the target current respectively, the greater the values of the accelerator pedal opening degree change rate, the pitch angle velocity and the longitudinal acceleration, the greater the target current controlled and output, so as to further inhibit the vehicle roll motion.

[0092] In step S322, when the vehicle is in emergency acceleration, the accelerator pedal opening degree change rate reaches the threshold value of activation, but due to the hysteresis of the pitch angle velocity and the longitudinal acceleration of the vehicle, the target current will be output in sections. Specifically, the target current is adjusted according to the accelerator pedal opening degree change rate, the pitch angle velocity and the longitudinal acceleration, including:

[0093] In step S3221, the target current is adjusted according to the accelerator pedal opening degree change rate, and the adjusted target current is recorded as the second initial current, and the second initial current is output; in the initial stage of control, the current is mainly adjusted according to the accelerator pedal opening degree change rate, and at this time, the damper of the vehicle is controlled and adjusted according to the first initial current, so as to realize the initial control of the vehicle roll motion.

[0094] In step S3222, the second threshold value of the accelerator pedal opening degree change of the vehicle is obtained;

[0095] In step S3223, when the accelerator pedal opening degree change rate is less than the second threshold value of the accelerator pedal opening degree change, the second initial current is adjusted according to the pitch angle velocity and the longitudinal acceleration, the adjusted second initial current is recorded as the second late current, and the second late current is output, and the damper of the vehicle is controlled and adjusted according to the target current. After the accelerator pedal opening degree change rate is reduced, the current is mainly set and controlled through the pitch angle velocity and the longitudinal acceleration, at this time, the second late current output is also the target computer used to control and adjust the damper, the duration is different due to the characteristics of the vehicle, and the basic principle is that the second late current will gradually decrease, so as to effectively inhibit the vehicle roll motion, and not to make the vehicle too hard and produce uncomfortable feeling.

[0096] Different driving conditions require different factors to be considered when controlling the corresponding target current, in step S300, as an embodiment three, the target current corresponding to the driving condition with the highest priority in the plurality of preset priorities is obtained, including:

[0097] When the driving condition with the highest preset priority is the activated state of the anti-lock braking system or the traction control system, step S331 is entered to obtain the longitudinal acceleration of the vehicle. The longitudinal acceleration of the vehicle is obtained by four height sensors and four vehicle body accelerations or an IMU chip built into the controller.

[0098] In step S332, the target current is adjusted according to the longitudinal acceleration of the vehicle, and the adjusted target current is output. Generally, the higher the longitudinal acceleration of the vehicle, the greater the target current required to adjust the output, so that the vehicle maintains sufficient stability in this case.

[0099] Different driving conditions require different factors to be considered when controlling the corresponding target current, in step S300, as an embodiment four, the target current corresponding to the driving condition with the highest priority in the plurality of preset priorities is obtained, including:

[0100] When the driving condition with the highest preset priority is the activated state of the skyhook control, step S341 is entered to obtain the damper demand damping force and the damper speed of the vehicle. The principle of skyhook control is to apply a damping force opposite to the direction of vehicle pitch motion, thereby suppressing the pitch motion of the vehicle. Since the damping force of the damper is along the direction of the damper, that is, basically perpendicular to the road surface, if the vehicle is in positive pitch motion, the vehicle is in "nodding" state, and to suppress nodding, the damper in front is in compression state and the damper at the rear is in recovery state; if the vehicle is in negative pitch motion, the vehicle is in "squatting" state, and to suppress squatting, the damper in front is in recovery state and the damper at the rear is in compression state, thereby obtaining the damper demand damping force. The damper speed can be calculated by taking the derivative of the height displacement measured by the height sensor.

[0101] In step S342, the target current is adjusted according to the damper demand damping force and the damper speed, and the adjusted target current is output. The front and rear axle damping force requests are calculated according to the front and rear distribution coefficients and the distance from the center of mass to the front and rear axles. Then, the front and rear axle damping forces are distributed to the four dampers according to the lateral distribution coefficient, and the target current of each damper at the current damper speed is obtained by looking up the pre-set damping force MAP.

[0102] Thus, the target current is output according to different driving conditions, so that the control can be performed according to different driving conditions, and the control strategies do not conflict with each other, greatly improving the smoothness, safety and comfort of the vehicle when driving in different driving conditions.

[0103] According to the second aspect of the present application, a vehicle includes a memory, a processor, and a program stored in the memory and executable on the processor, and the program is executed by the processor to implement the vehicle suspension system control method described above. The vehicle includes any one of the vehicle suspension system control methods described above. Specifically, the vehicle can be a private car, such as a sedan, an SUV, an MPV, or a pickup truck, etc. The vehicle can also be a commercial vehicle, such as a van, a bus, a small truck, or a large trailer, etc. The vehicle can be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0104] In the vehicle, when the vehicle is driving, the vehicle suspension system control method described above is used to suppress the pitch movement of the vehicle in different driving conditions, so that the pitch movement of the vehicle can be adjusted in a variety of different driving conditions, effectively solving the problem of single driving condition for adjusting the pitch movement of the vehicle, and greatly improving the smoothness, safety and comfort of the vehicle when driving in different driving conditions.

[0105] According to the third aspect of the present application, a computer readable storage medium stores computer executable instructions for causing a computer to execute the vehicle suspension system control method described above. The computer readable storage medium can be a tangible medium that can contain or store computer programs for use by or in connection with an instruction execution system, apparatus or device. The computer readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus or devices, or any suitable combination of the above. Alternatively, the computer readable storage medium can be a machine readable signal medium. More specific examples of the machine readable storage medium will include one or more wires, portable computer disks, hard drives, random access memories (RAM), read only memories (ROM), erasable programmable read only memories (EPROM or flash memory), optical fibers, portable compact disk read only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above.

[0106] The vehicle suspension system control method can be implemented as a computer program, and is tangibly contained in a computer readable storage medium. When a processor uses the computer readable storage medium to control the suspension system of the vehicle, by setting control priorities for multiple different driving conditions, the suspension system is adjusted with emphasis on the driving conditions with higher priorities, so that the suspension system can adjust the vehicle's pitch movement in multiple different driving conditions, effectively solve the problem of single driving condition for adjusting the vehicle's pitch movement, and greatly improve the safety and comfort of the suspension system in different driving conditions.

[0107] The preferred embodiments of the present application are specifically described above, but the present application is not limited to the embodiments, and those skilled in the art can make various equivalent modifications or replacements without departing from the spirit of the present application. These equivalent modifications or replacements are all included in the scope defined by the claims of the present application.

Claims

1. A vehicle suspension system control method characterized by: The method comprises: obtaining a driving condition of the vehicle; when the number of driving conditions is multiple, obtaining preset priorities corresponding to multiple driving conditions; comparing the preset priorities corresponding to multiple driving conditions to obtain a target current corresponding to a driving condition with the highest priority among multiple preset priorities; controlling and adjusting damper damping of the vehicle according to the target current to suppress the pitch motion of the vehicle; wherein the obtaining of the target current corresponding to the driving condition with the highest priority among multiple preset priorities comprises: when the driving condition with the highest preset priority is a brake master cylinder pressure change rate, obtaining a pitch angular velocity and a longitudinal acceleration of the vehicle; adjusting the target current according to the brake master cylinder pressure change rate, the pitch angular velocity and the longitudinal acceleration, and outputting the adjusted target current, wherein the adjusting of the target current according to the brake master cylinder pressure change rate, the pitch angular velocity and the longitudinal acceleration comprises: adjusting the target current according to the brake master cylinder pressure change rate, recording the adjusted target current as a first initial current, and outputting the first initial current; obtaining a preset brake master cylinder pressure change second threshold value of the vehicle; when the brake master cylinder pressure change rate is less than the brake master cylinder pressure change second threshold value, adjusting the first initial current according to the pitch angular velocity and the longitudinal acceleration, recording the adjusted first initial current as a first late-stage current, and outputting the first late-stage current, wherein the controlling and adjusting of the damper damping of the vehicle according to the target current is the controlling and adjusting of the damper damping of the vehicle according to the first late-stage current.

2. The vehicle suspension system control method of claim 1, wherein: The driving conditions include an anti-lock braking system or traction control system activation state, a brake master cylinder pressure change rate, an accelerator pedal opening degree change rate, and a roof control activation state, and the obtaining of the driving condition of the vehicle comprises: obtaining at least one of the anti-lock braking system or traction control system activation state, the brake master cylinder pressure change rate, the accelerator pedal opening degree change rate, or the roof control activation state.

3. The vehicle suspension system control method of claim 2, wherein: The comparison of the preset priorities corresponding to multiple driving conditions comprises: the preset priority of the anti-lock braking system or traction control system activation state is higher than the preset priority of the brake master cylinder pressure change rate; the preset priority of the brake master cylinder pressure change rate is equal to the preset priority of the accelerator pedal opening degree change rate; the preset priority of the accelerator pedal opening degree change rate is higher than the preset priority of the roof control activation state.

4. The vehicle suspension system control method of claim 2, wherein: The obtaining of the driving condition of the vehicle comprises: detecting whether the anti-lock braking system or the traction control system is activated, and determining to obtain the anti-lock braking system or traction control system activation state when any of the anti-lock braking system or the traction control system is activated.

5. The method of claim 2, wherein: The obtaining of the driving condition of the vehicle comprises: obtaining a preset brake master cylinder pressure change first threshold value of the vehicle; determining whether the brake master cylinder pressure change rate is greater than a brake master cylinder pressure change first threshold value, and determining that the brake master cylinder pressure change rate is obtained when the brake master cylinder pressure change rate is greater than the brake master cylinder pressure change first threshold value.

6. The vehicle suspension system control method of claim 2, wherein: The driving condition of the vehicle is obtained, including: a preset accelerator pedal opening degree change threshold value of the vehicle is obtained; determining whether the accelerator pedal opening degree change rate is greater than the accelerator pedal opening degree change threshold value, and determining that the accelerator pedal opening degree change rate is obtained when the accelerator pedal opening degree change rate is greater than the accelerator pedal opening degree change threshold value.

7. The method of claim 2, wherein: The driving condition of the vehicle is obtained, including: determining whether the skyhook control is activated, and determining that the skyhook control activated state is obtained when the skyhook control is activated.

8. The vehicle suspension system control method of claim 2, wherein: The target current corresponding to the driving condition with the highest priority in the plurality of preset priorities is obtained, including: when the driving condition with the highest priority in the preset priorities is the accelerator pedal opening degree change rate, the pitch angular velocity and the longitudinal acceleration of the vehicle are obtained; the target current is adjusted according to the accelerator pedal opening degree change rate, the pitch angular velocity and the longitudinal acceleration, and the adjusted target current is output.

9. The vehicle suspension system control method of claim 8, wherein: The target current is adjusted according to the accelerator pedal opening degree change rate, the pitch angular velocity and the longitudinal acceleration, including: the target current is adjusted according to the accelerator pedal opening degree change rate, the adjusted target current is recorded as a second initial current, and the second initial current is output; a preset accelerator pedal opening degree change second threshold value of the vehicle is obtained; when the accelerator pedal opening degree change rate is less than the accelerator pedal opening degree change second threshold value, the second initial current is adjusted according to the pitch angular velocity and the longitudinal acceleration, the adjusted second initial current is recorded as a second late current, and the second late current is output, and the damper damping of the vehicle is adjusted according to the second late current.

10. The method of claim 2, wherein: The target current corresponding to the driving condition with the highest priority in the plurality of preset priorities is obtained, including: when the driving condition with the highest priority in the preset priorities is the anti-lock braking system or traction control system activated state, the longitudinal acceleration of the vehicle is obtained; the target current is adjusted according to the longitudinal acceleration of the vehicle, and the adjusted target current is output.

11. The method of claim 2, wherein: The target current corresponding to the driving condition with the highest priority in the plurality of preset priorities is obtained, including: when the driving condition with the highest priority in the preset priorities is the skyhook control activated state, the damper required damping force and the damper speed of the vehicle are obtained; the target current is adjusted according to the damper required damping force and the damper speed, and the adjusted target current is output.

12. A vehicle characterized by: The vehicle suspension system control method includes a memory, a processor, and a program stored on the memory and executable on the processor, and the program is executed by the processor to implement the vehicle suspension system control method of any one of claims 1 to 11.

13. A computer-readable storage medium, characterized in that: The computer readable storage medium stores computer executable instructions for causing a computer to perform the vehicle suspension system control method according to any one of claims 1 to 11.

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