Suspension control method and device for driving on mountain road

Abstract

The invention relates to the technical field of vehicle control, in particular to a suspension control method and device for driving on a mountain road, and the method comprises the steps: calculating a climbing coefficient of a vehicle in real time, and judging whether the vehicle runs in a scene of a continuous ramp or not based on the calculated climbing coefficient; the steering coefficient of the vehicle is calculated in real time, and whether the vehicle runs in a continuous steering scene or not is judged based on the calculated steering coefficient; according to the judged vehicle driving scene, the mountain crossing road is recognized, and when the mountain crossing road is recognized, the suspension mode is automatically switched from the normal mode to the motion mode; wherein when the vehicle runs on the continuous ramp and the continuous steering scene at the same time, the vehicle is identified as a mountain road. Therefore, the continuous ramp and the continuous steering are recognized to determine whether a mountain crossing road scene exists or not, the suspension is automatically switched to be in the motion mode or the normal mode, the riding comfort of the vehicle is improved, and potential safety hazards caused by manual switching of a driver are avoided.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a suspension control method and device for driving on winding mountain roads. Background Art

[0002] Users have an increasing demand for vehicle comfort, so variable stiffness air suspension and variable damping CDC (Continuous Damping Control) are being applied to more models. The damping and stiffness of the suspension are closely related to the usage scenario. For example, on bumpy roads, in order to prevent the comfort of the passenger compartment from decreasing, the stiffness and damping of the suspension need to be reduced; in case of sudden acceleration and deceleration, sudden steering, in order to prevent the pitch and roll of the vehicle from changing dramatically, the stiffness and damping of the suspension need to be increased. In different scenarios, the driver can maximize the comfort of the vehicle by choosing different suspension modes.

[0003] At present, the adjustment of the damping stiffness of the suspension requires identification of the usage scenario. Usually on winding mountain roads, vehicles often need to accelerate and decelerate sharply, and make sharp turns. The suspension mode should be maintained in sports mode as much as possible. The driver needs to perform additional operations to switch the suspension mode, which affects driving safety, and a deep understanding of mode switching is required. Summary of the invention

[0004] In order to overcome the deficiencies in the prior art, the present application provides a suspension control method and device for driving on a winding mountain road, which can automatically switch the suspension mode to a sport mode when it is identified that the vehicle is driving on a winding mountain road, thereby improving the vehicle's comfort performance.

[0005] In a first aspect, the present application provides a suspension control method for driving on a winding mountain road, the method comprising the following steps:

[0006] Calculate the climbing coefficient of the vehicle in real time, and determine whether the vehicle is traveling on a continuous slope based on the calculated climbing coefficient;

[0007] Calculating the steering coefficient of the vehicle in real time, and judging whether the vehicle is traveling in a continuous turning scenario based on the calculated steering coefficient;

[0008] According to the determined vehicle driving scenario, a winding mountain road is identified, and when the winding mountain road is identified, the suspension mode is automatically switched to the sport mode; wherein, when the vehicle is driving on a continuous slope and continuous turning scenarios at the same time, it is identified as a winding mountain road.

[0009] In a possible implementation, when the calculated climbing coefficient is higher than a set first climbing coefficient threshold, it is determined that the vehicle is traveling in a continuous ramp scenario; when the calculated climbing coefficient is lower than a set second climbing coefficient threshold, it is determined that the vehicle has ended the continuous ramp scenario.

[0010] In a possible implementation manner, the climbing coefficient of the vehicle is calculated in the following manner, including the following steps:

[0011] Obtain the vehicle's speed and slope in real time;

[0012] When the absolute value of the slope is greater than or equal to the set slope threshold, the climbing coefficient of the previous cycle and the product of the vehicle speed and the slope are integrated to obtain the climbing coefficient of the current vehicle;

[0013] When the absolute value of the slope is less than the set slope threshold, the climbing coefficient of the previous cycle and the product of the vehicle speed and the set clearing slope are integrated to obtain the climbing coefficient of the current vehicle.

[0014] In a possible implementation, when the calculated steering coefficient is higher than a set first steering coefficient threshold, it is determined that the vehicle is traveling in a continuous steering scenario; when the calculated steering coefficient is lower than a set second steering coefficient threshold, it is determined that the vehicle has ended the continuous steering scenario.

[0015] In a possible implementation manner, the steering coefficient of the vehicle is calculated in the following manner, including the following steps:

[0016] Acquiring the lateral acceleration of the vehicle in real time, and filtering the acquired lateral acceleration to obtain a steering coefficient of the vehicle;

[0017] When the absolute value of the current lateral acceleration is greater than or equal to the steering coefficient of the previous cycle, the steering coefficient of the previous cycle is filtered using a set rising slope to obtain the current steering coefficient;

[0018] When the absolute value of the current lateral acceleration is less than the steering coefficient of the previous cycle, the steering coefficient of the previous cycle is filtered using a set descending slope to obtain the current steering coefficient.

[0019] In a possible implementation, the method further includes the following steps:

[0020] When it is determined that the vehicle has simultaneously ended the continuous ramp scenario and the continuous turning scenario, the suspension mode is automatically exited from the sport mode.

[0021] In a possible implementation, the slope and lateral acceleration of the vehicle are acquired by on-board sensors.

[0022] In a second aspect, the present application provides a suspension control device for driving on a winding mountain road, the device comprising:

[0023] A first calculation module is used to calculate the climbing coefficient of the vehicle in real time, and based on the calculated climbing coefficient, determine whether the vehicle is traveling on a continuous slope;

[0024] A second calculation module is used to calculate the steering coefficient of the vehicle in real time, and based on the calculated steering coefficient, determine whether the vehicle is traveling in a continuous turning scenario;

[0025] The switching module is used to identify a winding mountain road based on the determined vehicle driving scene, and automatically switch the suspension mode to a sports mode when a winding mountain road is identified; wherein, when the vehicle is driving on a continuous slope and continuous turning scenes at the same time, it is identified as a winding mountain road.

[0026] In a third aspect, the present application provides a vehicle comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the vehicle is started, the processor communicates with the memory via the bus, and when the machine-readable instructions are executed by the processor, the steps of the suspension control method for driving on a winding mountain road as described in any one of the first aspects are performed.

[0027] In a fourth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the suspension control method for driving on a winding mountain road as described in any one of the first aspects are executed.

[0028] The present embodiment provides a suspension control method and device for driving on a winding mountain road, which calculates the climbing coefficient of the vehicle in real time, and determines whether the vehicle is driving on a continuous ramp based on the calculated climbing coefficient; calculates the steering coefficient of the vehicle in real time, and determines whether the vehicle is driving on a continuous steering scene based on the calculated steering coefficient; identifies the winding mountain road according to the determined vehicle driving scene, and automatically switches the suspension mode to the sports mode when the winding mountain road is identified; wherein, when the vehicle is driving on a continuous ramp and continuous steering scenes at the same time, it is identified as a winding mountain road. Thus, the winding mountain road scene is determined by identifying the continuous ramp and continuous steering, and the suspension is automatically switched to the sports mode, thereby improving the ride comfort of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0030] Figure 1A flow chart of a suspension control method for driving on a winding mountain road according to an embodiment of the present application is shown;

[0031] Figure 2 A schematic diagram showing a scenario of determining whether a vehicle is traveling on a continuous slope based on a climbing coefficient according to an embodiment of the present application;

[0032] Figure 3 A schematic diagram showing an embodiment of the present application for determining whether a vehicle is traveling in a continuous turning scenario based on a turning coefficient;

[0033] Figure 4 A schematic diagram of the structure of a suspension control device for driving on a winding mountain road according to an embodiment of the present application is shown;

[0034] Figure 5 A structural block diagram of a vehicle described in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0035] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. It should be understood that the drawings in the present application only serve the purpose of explanation and description and are not used to limit the scope of protection of the present application. In addition, it should be understood that the schematic drawings are not drawn in real proportion. The flowchart used in this application shows the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowchart can be implemented out of sequence, and the steps without logical context can be reversed in order or implemented simultaneously. In addition, those skilled in the art can add one or more other operations to the flowchart under the guidance of the content of the present application, or remove one or more operations from the flowchart.

[0036] In addition, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0037] It should be noted that the term "comprising" will be used in the embodiments of the present application to indicate the existence of the features declared thereafter, but does not exclude the addition of other features.

[0038] Suspension is an important part of the car. It connects the body and wheels and has a vital impact on the vehicle's driving performance, comfort and handling. In order to meet the different needs of drivers under various road conditions and improve the performance and driving experience of the vehicle, the suspension system has different modes. For example, the comfort mode is designed to provide the driver with the most extreme stability and comfort. In this mode, the spring is relatively soft and can more effectively absorb the slight bumps and small vibrations on the road. The damping of the shock absorber is set to a lower level, so that when the vehicle encounters bumps, the shock absorber can compress and rebound at a slower speed, thereby further reducing the vibration of the body. It is suitable for driving in places with good road conditions such as urban roads and highways; the sports mode emphasizes the vehicle's handling performance and driving pleasure. The spring becomes harder and can provide better support for the vehicle. When driving at high speed and fiercely, the hard spring can reduce the roll and pitch of the body, so that the vehicle maintains a more stable posture. The damping of the shock absorber is increased, making the suspension system faster and more powerful when compressing and rebounding. This can improve the vehicle's response speed to road surface changes, allowing the driver to feel the road conditions more clearly and enhance the driving control sense, which is suitable for use in mountain roads, racetracks and other occasions that require intense driving. However, the current suspension mode is manually switched by people through understanding different modes. On the one hand, the response speed is slow, and on the other hand, it affects driving safety. In view of this, the present application provides a suspension control method and device for driving on a winding mountain road, which can determine the winding mountain road scene by identifying continuous ramps and continuous turns, and automatically switch the suspension to a sports mode to improve the ride comfort of the vehicle.

[0039] In one embodiment, see the attached specification Figure 1 The present application provides a suspension control method for driving on a winding mountain road, the method comprising the following steps:

[0040] S1. Calculate the climbing coefficient of the vehicle in real time, and determine whether the vehicle is traveling on a continuous slope based on the calculated climbing coefficient;

[0041] S2. Calculate the steering coefficient of the vehicle in real time, and determine whether the vehicle is traveling in a continuous turning scenario based on the calculated steering coefficient;

[0042] S3. According to the determined vehicle driving scene, a winding mountain road is identified, and when a winding mountain road is identified, the suspension mode is automatically switched to a sport mode; wherein, when the vehicle is driving on a continuous slope and continuous turning scenes at the same time, it is identified as a winding mountain road.

[0043] For details, see the attached manual. Figure 2, in step S1, it is mainly used for the identification of continuous slope Continuous Slop. Among them, in the process of identifying the continuous slope Continuous Slop, the slope estimation and the current vehicle speed are needed to calculate the climbing coefficient SlopRatio. The climbing coefficient SlopRatio is an indicator used to measure the vehicle's climbing ability. When the calculated climbing coefficient SlopRatio is higher than the set first climbing coefficient threshold, it is judged that the vehicle is traveling in a continuous slope scene; when the calculated climbing coefficient SlopRatio is lower than the set second climbing coefficient threshold, it is judged that the vehicle has ended the continuous slope scene.

[0044] For example, the first climbing coefficient threshold is set to 0.4, and the second climbing coefficient threshold is set to 0.25. When the current vehicle is not traveling in a continuous ramp scenario, if the calculated vehicle climbing coefficient SlopRatio is 0.45, which is greater than the set first climbing coefficient threshold, it is determined that the vehicle is traveling in a continuous ramp scenario; when the current vehicle is not traveling in a continuous ramp scenario, if the calculated vehicle climbing coefficient SlopRatio is 0.3, although it is greater than the set second climbing coefficient threshold, it is less than the set first climbing coefficient threshold, so it is determined that the vehicle is still not traveling in a continuous ramp scenario;

[0045] When the current vehicle is traveling in a continuous ramp scenario, if the calculated vehicle climbing coefficient SlopRatio is 0.35, although it is less than the set first climbing coefficient threshold, it is greater than the set second climbing coefficient threshold, so it is judged that the vehicle is still traveling in a continuous ramp scenario; when the current vehicle is not traveling in a continuous ramp scenario, if the calculated vehicle climbing coefficient SlopRatio is 0.2, which is less than the set first climbing coefficient threshold, it is judged that the continuous ramp scenario ends.

[0046] When calculating the vehicle's climbing coefficient SlopRatio, it is necessary to obtain the vehicle's speed and slope in real time. In one embodiment, the vehicle speed and slope can be obtained by vehicle-mounted sensors. For example, a wheel speed sensor is installed near the wheel to calculate the vehicle speed by detecting the rotation speed of the wheel; an acceleration sensor is used to measure the acceleration change of the vehicle in different directions, and the slope of the road surface on which the vehicle is traveling is inferred by analyzing the acceleration change of the vehicle in the forward direction.

[0047] In other embodiments, the vehicle speed and the slope may also be obtained by other means, for example, directly obtaining the vehicle speed through the dashboard of the display unit, and calculating the slope of the land surface through the navigation system unit combined with the altitude information in the map data. This application does not limit or fix this.

[0048] After obtaining the vehicle speed and slope, determine whether the absolute value ABS (SlopAct) of the slope is greater than the set slope threshold SlopDeadZone, wherein when the absolute value ABS (SlopAct) of the slope is greater than or equal to the set slope threshold SlopDeadZone, integrate the climbing coefficient of the previous cycle and the product of the vehicle speed and the slope to obtain the climbing coefficient SlopRatio of the current vehicle, that is, SlopRatio = SlopRatio_Old + ABS (SlopAct) * VehSpd; when the absolute value ABS (SlopAct) of the slope is less than the set slope threshold SlopDeadZone, integrate the climbing coefficient of the previous cycle and the product of the vehicle speed and the set clearing slope to obtain the climbing coefficient of the current vehicle, that is, SlopRatio = SlopRatio_Old - SlowDwn * VehSpd.

[0049] See the instruction manual Figure 3 , in step S2, it is mainly used for the identification of continuous steering Continuous Steer. Among them, in the process of identifying continuous steering Continuous Steer, the lateral acceleration AccelLateral is needed to calculate the steering coefficient SteerRatio. The steering coefficient SteerRatio reflects the response characteristics and stability of the vehicle during steering operation, and is an indicator to measure the steering performance of the vehicle. When the calculated steering coefficient SteerRatio is higher than the set first steering coefficient threshold, it is judged that the vehicle is driving in a continuous steering scene; when the calculated steering coefficient SteerRatio is lower than the set second steering coefficient threshold, it is judged that the vehicle ends the continuous steering scene.

[0050] For example, the first steering coefficient threshold is set to 15, and the second steering coefficient threshold is set to 12. When the current vehicle is not traveling in a continuous steering scenario, if the calculated vehicle steering coefficient SteerRatio is 16, which is greater than the set first steering coefficient threshold, it is determined that the vehicle is traveling in a continuous steering scenario; when the current vehicle is not traveling in a continuous steering scenario, if the calculated vehicle steering coefficient SteerRatio is 13, although it is greater than the set second steering coefficient threshold, it is less than the set first steering coefficient threshold, so it is determined that the vehicle is still not traveling in a continuous steering scenario;

[0051] When the current vehicle is traveling in a continuous turning scenario, if the calculated vehicle steering coefficient SteerRatio is 14, although it is less than the set first steering coefficient threshold, it is greater than the set second steering coefficient threshold, so it is judged that the vehicle is still traveling in a continuous turning scenario; when the current vehicle is not traveling in a continuous turning scenario, if the calculated vehicle steering coefficient SteerRatio is 11, which is less than the set first steering coefficient threshold, it is judged that the continuous turning scenario is ended.

[0052] Among them, when calculating the steering coefficient SteerRatio of the vehicle, it is necessary to obtain the lateral acceleration AccelLateral of the vehicle in real time. In one embodiment, the lateral acceleration AccelLateral can be obtained by a vehicle-mounted sensor. For example, an acceleration sensor is installed on the chassis, body or suspension system of the vehicle to measure the motion state of the vehicle. In other embodiments, the lateral acceleration AccelLatera can also be obtained by other means, for example, by using an inertial navigation module to measure information such as the acceleration and angular velocity of the vehicle, and this application does not limit or fix this.

[0053] After obtaining the lateral acceleration AccelLateral of the vehicle, the absolute value ABS (AccelLateral) of the lateral acceleration is filtered to obtain the steering coefficient SteerRatio. Among them, when the absolute value ABS (AccelLateral) of the current lateral acceleration is greater than or equal to the steering coefficient of the previous cycle, the steering coefficient of the previous cycle is filtered using a set rising slope, and the target is the absolute value ABS (AccelLateral) of the current lateral acceleration of the vehicle, and then the current steering coefficient is obtained; when the absolute value ABS (AccelLateral) of the current lateral acceleration is less than the steering coefficient of the previous cycle, the steering coefficient of the previous cycle is filtered using a set descending slope, and the target is the absolute value ABS (AccelLateral) of the current lateral acceleration of the vehicle, and then the current steering coefficient is obtained.

[0054] The setting of the rising slope and the falling slope will affect the speed and stability of the filtering. If the slope is too large, the filtering may be too sensitive, resulting in large fluctuations in the steering coefficient; if the slope is too small, the filtering may be too slow and unable to respond to changes in the lateral acceleration of the vehicle in a timely manner. In one embodiment, the rising slope and the falling slope are set or adjusted in a timely manner based on human experience. Generally, the rising slope can be set faster, and the falling slope can be set slower. In other embodiments, the rising slope and the falling slope can also be calculated in the following manner: when the absolute value ABS (AccelLateral) of the vehicle's current lateral acceleration is greater than or equal to the steering coefficient of the previous cycle, the calculation of the rising slope is triggered, and the rising slope = (the absolute value of the current lateral acceleration - the steering coefficient of the previous cycle) / time interval; when the absolute value ABS (AccelLateral) of the vehicle's current lateral acceleration is less than the steering coefficient of the previous cycle, the calculation of the falling slope is triggered, and the falling slope = (the absolute value of the current lateral acceleration - the steering coefficient of the previous cycle) / time interval; wherein the time interval can be determined according to the sampling frequency of the system. If the system samples once every 10 milliseconds, then the time interval is 0.01 seconds.

[0055] In step S3, only when the continuous slope and continuous turning conditions are met at the same time, it is identified as a winding mountain road. When the winding mountain road is identified, the suspension mode is automatically switched from the normal mode (comfort mode) to the sports mode; only when the continuous slope and continuous turning end at the same time, the suspension mode is automatically switched from the sports mode to the normal mode (comfort mode).

[0056] For example, when the vehicle is traveling on a normal road, if it is determined that the vehicle is traveling on a continuous slope but not on a continuous turn, the winding road recognition fails and the suspension mode is kept in the normal mode (comfort mode); if it is determined that the vehicle is traveling on a continuous turn but not on a continuous slope, the winding road recognition fails and the suspension mode is kept in the normal mode (comfort mode); if it is determined that the vehicle is traveling on both a continuous slope and a continuous turn, the winding road recognition succeeds and the suspension mode is automatically switched from the normal mode (comfort mode) to the sport mode; when the vehicle is traveling on a winding road, if it is determined that the vehicle is traveling on a continuous slope but not on a continuous turn, the suspension mode is kept in the sport mode; if it is determined that the vehicle is traveling on a continuous turn but not on a continuous slope, the suspension mode is kept in the normal mode (comfort mode); if it is determined that the vehicle is neither traveling on a continuous slope nor on a continuous turn, the suspension mode is automatically switched from the sport mode to the normal mode (comfort mode).

[0057] It can be seen that the suspension control method for driving on winding mountain roads provided in the present application determines the winding mountain road scene by identifying continuous ramps and continuous turns, and automatically switches the suspension to sports mode, which can improve the ride comfort of the vehicle and avoid safety hazards caused by manual switching by the driver.

[0058] Based on the same inventive concept, a suspension control device for driving on a winding mountain road is also provided in an embodiment of the present application. Since the principle of solving the problem by the device in the embodiment of the present application is similar to the above-mentioned suspension control method for driving on a winding mountain road in the embodiment of the present application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0059] As the instruction manual Figure 4 As shown, an embodiment of the present application provides a suspension control device for driving on a winding mountain road, the device comprising:

[0060] The first calculation module 401 is used to calculate the climbing coefficient of the vehicle in real time, and determine whether the vehicle is traveling on a continuous slope based on the calculated climbing coefficient;

[0061] The second calculation module 402 is used to calculate the steering coefficient of the vehicle in real time, and determine whether the vehicle is traveling in a continuous turning scenario based on the calculated steering coefficient;

[0062] The switching module 403 is used to identify the winding mountain road according to the determined vehicle driving scene, and automatically switch the suspension mode to the sports mode when the winding mountain road is identified; wherein, when the vehicle is driving on a continuous slope and continuous turning scene at the same time, it is identified as a winding mountain road.

[0063] In one embodiment, when the calculated climbing coefficient is higher than the set first climbing coefficient threshold, the first calculation module 401 determines that the vehicle is traveling in a continuous ramp scene; when the calculated climbing coefficient is lower than the set second climbing coefficient threshold, the vehicle is determined to end the continuous ramp scene. The slope of the vehicle is obtained by the vehicle-mounted sensor. And the first calculation module 401 calculates the climbing coefficient of the vehicle, including: obtaining the speed and slope of the vehicle in real time; when the absolute value of the slope is greater than or equal to the set slope threshold, the climbing coefficient of the previous cycle and the product of the vehicle speed and the slope are integrated to obtain the climbing coefficient of the current vehicle; when the absolute value of the slope is less than the set slope threshold, the climbing coefficient of the previous cycle and the product of the vehicle speed and the set clearing slope are integrated to obtain the climbing coefficient of the current vehicle.

[0064] In one embodiment, when the calculated steering coefficient is higher than the set first steering coefficient threshold, the second calculation module 402 determines that the vehicle is traveling in a continuous steering scene; when the calculated steering coefficient is lower than the set second steering coefficient threshold, the vehicle is determined to end the continuous steering scene. Wherein, the lateral acceleration of the vehicle is obtained through the vehicle-mounted sensor. And the second calculation module 402 calculates the steering coefficient of the vehicle, including: obtaining the lateral acceleration of the vehicle in real time, and filtering the obtained lateral acceleration to obtain the steering coefficient of the vehicle; when the absolute value of the current lateral acceleration is greater than or equal to the steering coefficient of the previous cycle, the steering coefficient of the previous cycle is filtered using a set rising slope to obtain the current steering coefficient; when the absolute value of the current lateral acceleration is less than the steering coefficient of the previous cycle, the steering coefficient of the previous cycle is filtered using a set descending slope to obtain the current steering coefficient.

[0065] In one embodiment, when the switching module 403 determines that the vehicle ends the continuous ramp scenario and / or ends the continuous turning scenario, the switching module 403 automatically exits the suspension mode from the sport mode.

[0066] The present application provides a suspension control device for driving on a winding mountain road. The first calculation module calculates the climbing coefficient of the vehicle in real time, and based on the calculated climbing coefficient, determines whether the vehicle is driving on a continuous ramp scene; the second calculation module calculates the steering coefficient of the vehicle in real time, and based on the calculated steering coefficient, determines whether the vehicle is driving on a continuous steering scene; the switching module identifies the winding mountain road according to the determined vehicle driving scene, and automatically switches the suspension mode to the sports mode when the winding mountain road is identified; wherein, when the vehicle is driving on a continuous ramp and continuous steering scenes at the same time, it is identified as a winding mountain road. Thus, the winding mountain road scene is determined by identifying the continuous ramp and continuous steering, and the suspension control mode is automatically adjusted to improve the riding comfort of the vehicle.

[0067] Based on the same concept of the present invention, the specification is attached Figure 5 As shown, the structure of a vehicle 500 provided in an embodiment of the present application includes: at least one processor 501, at least one network interface 504 or other user interface 503, a memory 505, and at least one communication bus 502. The communication bus 502 is used to realize the connection and communication between these components. The vehicle 500 optionally includes a user interface 503, including a display (for example, a touch screen, LCD, CRT, holographic imaging (Holographic) or projection (Projector), etc.), a keyboard or a pointing device (for example, a mouse, a trackball (trackball), a touch pad or a touch screen, etc.).

[0068] The memory 505 may include a read-only memory and a random access memory, and provides instructions and data to the processor 501. A portion of the memory 505 may also include a non-volatile random access memory (NVRAM).

[0069] In some implementations, the memory 505 stores the following elements, executable modules or data structures, or a subset thereof, or an extended set thereof:

[0070] Operating system 5051, including various system programs, used to implement various basic services and process hardware-based tasks;

[0071] The application module 5052 includes various application programs, such as a launcher, a media player, a browser, etc., which are used to implement various application services.

[0072] In an embodiment of the present application, by calling the program or instructions stored in the memory 505, the processor 501 is used to execute steps in a suspension control method for driving on a winding mountain road, determine the winding mountain road scene by identifying continuous ramps and continuous turns, and automatically switch the suspension to a sports mode to improve the ride comfort of the vehicle.

[0073] The present application also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps in the suspension control method for driving on a winding mountain road are executed.

[0074] Specifically, the storage medium can be a general storage medium, such as a mobile disk, a hard disk, etc. When the computer program on the storage medium is run, the above-mentioned suspension control method for driving on a winding mountain road can be executed.

[0075] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0076] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0077] In addition, each functional unit in the embodiments provided in the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0078] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program codes.

[0079] Finally, it should be noted that the above embodiments are only specific implementation methods of the present application, which are used to illustrate the technical solutions of the present application, rather than to limit them. The protection scope of the present application is not limited thereto. Although the present application is described in detail with reference to the aforementioned embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the aforementioned embodiments within the technical scope disclosed in the present application, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application. They should all be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A suspension control method for driving on a winding mountain road, characterized in that: The method comprises the following steps: Calculate the climbing coefficient of the vehicle in real time, and determine whether the vehicle is traveling on a continuous slope based on the calculated climbing coefficient; Calculating the steering coefficient of the vehicle in real time, and judging whether the vehicle is traveling in a continuous turning scenario based on the calculated steering coefficient; According to the determined vehicle driving scenario, a winding mountain road is identified, and when the winding mountain road is identified, the suspension mode is automatically switched to the sport mode; wherein, when the vehicle is driving on a continuous slope and continuous turning scenarios at the same time, it is identified as a winding mountain road.

2. A suspension control method for driving on a winding mountain road according to claim 1, characterized in that: in, When the calculated climbing coefficient is higher than the set first climbing coefficient threshold, it is determined that the vehicle is traveling in a continuous ramp scenario; when the calculated climbing coefficient is lower than the set second climbing coefficient threshold, it is determined that the vehicle has ended the continuous ramp scenario.

3. A suspension control method for driving on a winding mountain road according to claim 2, characterized in that: The climbing coefficient of the vehicle is calculated in the following manner, including the following steps: Obtain the vehicle's speed and slope in real time; When the absolute value of the slope is greater than or equal to the set slope threshold, the climbing coefficient of the previous cycle and the product of the vehicle speed and the slope are integrated to obtain the climbing coefficient of the current vehicle; When the absolute value of the slope is less than the set slope threshold, the climbing coefficient of the previous cycle and the product of the vehicle speed and the set clearing slope are integrated to obtain the climbing coefficient of the current vehicle.

4. A suspension control method for driving on a winding mountain road according to claim 3, characterized in that: in, When the calculated steering coefficient is higher than a set first steering coefficient threshold, it is determined that the vehicle is traveling in a continuous steering scenario; when the calculated steering coefficient is lower than a set second steering coefficient threshold, it is determined that the vehicle ends the continuous steering scenario.

5. A suspension control method for driving on a winding mountain road according to claim 4, characterized in that: The steering coefficient of the vehicle is calculated as follows, including the following steps: Acquiring the lateral acceleration of the vehicle in real time, and filtering the acquired lateral acceleration to obtain a steering coefficient of the vehicle; When the absolute value of the current lateral acceleration is greater than or equal to the steering coefficient of the previous cycle, the steering coefficient of the previous cycle is filtered using a set rising slope to obtain the current steering coefficient; When the absolute value of the current lateral acceleration is less than the steering coefficient of the previous cycle, the steering coefficient of the previous cycle is filtered using a set descending slope to obtain the current steering coefficient.

6. A suspension control method for driving on a winding mountain road according to claim 5, characterized in that: The method further comprises the following steps: When it is determined that the vehicle has simultaneously ended the continuous ramp scenario and the continuous turning scenario, the suspension mode is automatically exited from the sport mode.

7. A suspension control method for driving on a winding mountain road according to claim 6, characterized in that: in, The vehicle's slope and lateral acceleration are acquired through on-board sensors.

8. A suspension control device for driving on a winding mountain road, characterized in that: The device comprises: A first calculation module is used to calculate the climbing coefficient of the vehicle in real time, and based on the calculated climbing coefficient, determine whether the vehicle is traveling on a continuous slope; A second calculation module is used to calculate the steering coefficient of the vehicle in real time, and based on the calculated steering coefficient, determine whether the vehicle is traveling in a continuous turning scenario; The switching module is used to identify a winding mountain road based on the determined vehicle driving scene, and automatically switch the suspension mode to a sports mode when a winding mountain road is identified; wherein, when the vehicle is driving on a continuous slope and continuous turning scenes at the same time, it is identified as a winding mountain road.

9. A vehicle, characterized in that: include: A processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the vehicle is started, the processor and the memory communicate via the bus, and when the machine-readable instructions are executed by the processor, the steps of the suspension control method for driving on a winding mountain road as described in any one of claims 1 to 7 are performed.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which, when executed by a processor, executes the steps of the suspension control method for winding mountain road driving as claimed in any one of claims 1 to 7.

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