Suspension control method and device, vehicle and readable storage medium

Abstract

The invention provides a suspension control method and device, a vehicle and a readable storage medium. The method comprises the steps that the attitude angle generated by the vehicle in the first direction and the first gravity center offset generated by the gravity center of the vehicle relative to the first gravity center offset generated in the first direction during no-load are obtained; and controlling the suspension of the vehicle according to the attitude angle and the first gravity center offset.

Description

Technical Field

[0001] The embodiments of the present disclosure relate to the technical field of air spring suspensions, and more specifically, to a suspension control method, a suspension control device, a vehicle, and a computer-readable storage medium. Background Art

[0002] With the rapid development of automobile technology, people's requirements for driving experience are getting higher and higher. As characteristics that directly affect the sensory experience and personal safety of passengers, vehicle ride comfort and handling stability have received more and more attention. The vehicle suspension connects the wheels and the body, plays a role in vibration isolation and force transmission, and is one of the important systems that determine the vehicle's dynamic performance.

[0003] In the existing technical solutions, the suspension is usually controlled by treating the vehicle as an object with uniform mass, that is, the center of gravity of the vehicle does not change after passengers get on the vehicle or cargo is loaded, and the steering characteristics of the vehicle do not change, resulting in poor ride comfort under vehicle turning, braking, acceleration and other working conditions. Summary of the invention

[0004] One purpose of the embodiments of the present disclosure is to provide a new technical solution for improving the ride comfort of a vehicle.

[0005] According to a first aspect of an embodiment of the present disclosure, there is provided a suspension control method, comprising:

[0006] Acquire an attitude angle of the vehicle around a first direction, and a first center of gravity offset of the vehicle in the first direction relative to the center of gravity of the vehicle when the vehicle is unloaded;

[0007] The suspension of the vehicle is controlled according to the attitude angle and the first center of gravity offset.

[0008] Optionally, controlling the suspension of the vehicle according to the attitude angle and the first center of gravity offset includes:

[0009] determining a target stiffness of the suspension according to the attitude angle and the first center of gravity offset;

[0010] When the target stiffness is greater than the current stiffness of the suspension, the stiffness of the suspension is controlled to switch from the current stiffness to the target stiffness.

[0011] Optionally, determining a target stiffness of the suspension according to the attitude angle and the first center of gravity offset includes:

[0012] Acquire a first height difference between an initial center of gravity of the vehicle when it is unloaded and a target rotation center of the vehicle, and a second center of gravity offset of the vehicle in a height direction of the vehicle relative to the center of gravity of the vehicle when it is unloaded;

[0013] Obtaining a second height difference between a current center of gravity of the vehicle and a target rotation center of the vehicle according to the first height difference and the second center of gravity offset;

[0014] Obtaining a control index according to the first height difference, the second height difference and the attitude angle;

[0015] A target stiffness of the suspension is obtained according to the control index and the first center of gravity offset.

[0016] Optionally, when the control index and the first center of gravity offset have the same positive and negative signs, the switching boundary between the target stiffness and the current stiffness is smaller than when the control index and the first center of gravity offset have inconsistent positive and negative signs, the switching boundary between the target stiffness and the current stiffness.

[0017] Optionally, obtaining a second height difference between the current center of gravity of the vehicle and the target rotation center according to the first height difference and the second center of gravity offset includes:

[0018] The sum of the first height difference and the second center of gravity offset is determined as the second height difference.

[0019] Optionally, the first direction is parallel to the length direction of the vehicle, and the attitude angle is a roll angle;

[0020] The obtaining of a control index according to the first height difference, the second height difference and the attitude angle comprises:

[0021] determining a ratio of the second height difference to the first height difference;

[0022] The product of the ratio and the attitude angle is determined as the control index.

[0023] Optionally, the first direction is parallel to the width direction of the vehicle, and the attitude angle is a pitch angle; the method further includes:

[0024] The opening percentage of the target pedal of the vehicle is obtained, and the control index is obtained according to the opening percentage, wherein the target pedal is an accelerator pedal or a brake pedal.

[0025] Optionally, the control index is obtained according to the opening percentage, including:

[0026] determining a ratio of the second height difference to the first height difference;

[0027] Determine the product of the ratio, the opening percentage, the pitch angle, and a set sign as the control index;

[0028] The setting sign is a positive sign when the target pedal is an accelerator pedal, and is a negative sign when the target pedal is a brake pedal.

[0029] Optionally, obtaining a target stiffness of the suspension according to the control index and the first center of gravity offset includes:

[0030] Acquiring mapping data representing a mapping relationship between a control index, a first center of gravity offset, and a suspension stiffness;

[0031] According to the control index, the first center-of-gravity offset and the mapping data, a suspension stiffness corresponding to the control index and the first center-of-gravity offset is obtained as the target stiffness.

[0032] Optionally, the method further includes:

[0033] When the stiffness of the suspension is controlled to be adjusted from the current stiffness to the target stiffness, a set time is waited and then the step of controlling the suspension according to the attitude angle and the first center of gravity offset is performed.

[0034] Optionally, the controlling the suspension according to the attitude angle and the first center of gravity offset further includes:

[0035] adjusting the height adjustment accuracy of the suspension according to the attitude angle and the first center of gravity offset;

[0036] The height of the suspension is controlled according to the height adjustment accuracy of the suspension.

[0037] Optionally, the method further includes:

[0038] Acquiring driving data of the vehicle;

[0039] amplifying the height adjustment accuracy when the vehicle is traveling on a smooth road according to the driving data;

[0040] When it is determined according to the driving data that the vehicle is stationary, the height adjustment accuracy is reduced.

[0041] Optionally, adjusting the height adjustment accuracy of the suspension according to the attitude angle and the first center of gravity offset includes:

[0042] Obtaining a change in the sprung mass of the vehicle relative to the sprung mass when the vehicle is unloaded;

[0043] Acquire a first height difference between an initial center of gravity of the vehicle when unloaded and a target rotation center of the vehicle, and a second center of gravity offset of the vehicle in a second direction relative to the vehicle when unloaded;

[0044] Obtaining a second height difference between a current center of gravity of the vehicle and a target rotation center of the vehicle according to the first height difference and the second center of gravity offset;

[0045] Obtaining a target accuracy value of height adjustment accuracy according to the sprung mass change, the first height difference, the second height difference, the first center of gravity offset, the attitude angle, and the initial accuracy value of the height adjustment accuracy;

[0046] The height adjustment accuracy of the suspension is adjusted to the target accuracy value.

[0047] Optionally, obtaining the first center of gravity offset includes:

[0048] Acquire the current height of the suspension, the initial height of the suspension when the vehicle is unloaded, and the current stiffness of the suspension;

[0049] The first center of gravity offset is obtained according to the current height, the initial height, and the current stiffness.

[0050] According to a second aspect of the present disclosure, a suspension control device is provided, comprising a processor and a memory, wherein the memory is used to store a computer program, and the processor is used to execute the method described in the first aspect of the present disclosure under the control of the computer program.

[0051] According to a third aspect of the present disclosure, a vehicle is provided, comprising the suspension control device according to the second aspect of the present disclosure.

[0052] According to a fourth aspect of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method described in the first aspect of the present disclosure is implemented.

[0053] Through the embodiments of the present disclosure, the suspension of the vehicle is controlled according to the attitude angle of the vehicle around a first direction and the first center of gravity offset of the vehicle in the first direction relative to when the vehicle is unloaded. The uneven distribution of the vehicle's mass can be used as one of the control factors, so that the vehicle can obtain better roll performance after the center of gravity position of the vehicle is offset.

[0054] Further features and advantages of the present invention will become apparent from the following detailed description of exemplary embodiments of the present invention with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention.

[0056] Figure 1 is a schematic diagram of an axial cross-sectional structure of an air spring suspension according to an embodiment of the present disclosure;

[0057] Figure 2 is a schematic diagram of the stiffness of an air spring suspension according to an embodiment of the present disclosure;

[0058] Figure 3 is a front view of the initial center of gravity and roll center of a vehicle according to one embodiment of the present disclosure;

[0059] Figure 4 is a side view of the initial center of gravity and pitch center of a vehicle according to one embodiment of the present disclosure;

[0060] Figure 5 is a front view of the current center of gravity and roll center of the vehicle after the offset according to one embodiment of the present disclosure;

[0061] Figure 6 is a side view of the current center of gravity and pitch center of the vehicle after the offset according to one embodiment of the present disclosure;

[0062] Figure 7 is a schematic diagram of a vehicle coordinate system according to an embodiment of the present disclosure;

[0063] Figure 8 is a flow chart of a suspension control method according to an embodiment of the present disclosure;

[0064] Fig. 9 is a schematic diagram of a mapping relationship among a first center of gravity offset, a control index and a suspension stiffness according to an embodiment of the present disclosure;

[0065] Fig.10 is a block diagram of a suspension control device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0066] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present invention unless otherwise specifically stated.

[0067] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses.

[0068] Technologies, methods and equipment known to persons of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods and equipment should be considered part of the specification.

[0069] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0070] It should be noted that like reference numerals and letters refer to similar items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0071] <Suspension>

[0072] This embodiment provides an air spring suspension, Figure 1 It is a schematic diagram of the axial cross-sectional structure of an air spring suspension according to an embodiment of the present disclosure.

[0073] like Figure 1 As shown, the air spring suspension may include an upper cover plate 1, a main air chamber 2, a shock absorber 3, a first auxiliary air chamber 4, a first stiffness valve 5, a second stiffness valve 6, a second auxiliary air chamber 7 and a lower base plate 8. Among them, the main air chamber 2 is the main working air chamber, and the change in its volume can affect the height of the suspension, so the height of the vehicle can be controlled. The first auxiliary air chamber 4 and the second auxiliary air chamber 7 are only involved in the adjustment of the air spring stiffness, and are not involved in the change of the air spring height, because the structure is designed as an air chamber with an immutable volume. When the first stiffness valve 5 is opened, the main air chamber is connected to the first auxiliary air chamber 4; when the second stiffness valve 6 is opened, the main air chamber is connected to the second auxiliary air chamber 7; when the first stiffness valve 5 and the second stiffness valve 6 are opened at the same time, the main air chamber 2, the first auxiliary air chamber 4, and the second auxiliary air chamber 7 are connected.

[0074] Under normal circumstances, the volume of the main air chamber>the volume of the first sub-air chamber>the volume of the second sub-air chamber.

[0075] The stiffness calculation formula of air spring suspension is as follows:

[0076]

[0077] Where K0 is the stiffness of the air spring suspension, D is the effective diameter, is the effective diameter change rate, A is the effective pressure bearing area of ​​the airbag, p a is the standard atmospheric pressure, p0 is the absolute pressure of the gas in the airbag at the static equilibrium position, V0 is the gas volume at the static equilibrium position, m is the variable index, and m=1.33 is generally taken. It can be obtained from the formula combined with the structure that when the main air chamber is connected to other air chambers, V0 will change, and the larger V0 is, the smaller the stiffness of the air spring suspension is.

[0078] Therefore, for Figure 1 The three-chamber air spring suspension shown may have four stiffnesses K1, K2, K3 and K4, respectively. Figure 2 shown.

[0079] When only the main air chamber 2 is working, the stiffness of the air spring suspension is K1; when the main air chamber 2 is connected to the second auxiliary air chamber 7, the stiffness of the air spring suspension is K2; when the main air chamber 2 is connected to the first auxiliary air chamber 4, the stiffness of the air spring suspension is K3; when the main air chamber 2 is connected to the first auxiliary air chamber 4 and the second auxiliary air chamber 7, the stiffness of the air spring suspension is K4. Among them, K1>K2>K3>K4.

[0080] Similarly, for a three-chamber air spring suspension with three stiffnesses K1, K2, and K3, the magnitude relationship of the three stiffnesses is as follows: K1>K2>K3. For a two-chamber air spring suspension with two stiffnesses K1 and K2, the magnitude relationship of the two stiffnesses is as follows: K1>K2.

[0081] When the vehicle is unloaded, Figure 3 As shown, the height of the vehicle's initial center of gravity (i.e., the height of the initial center of gravity from the ground) is h1, the height of the roll center (i.e., the height of the roll center from the ground) is h0, and the height difference between the vehicle's initial center of gravity and the roll center is Δh. Figure 4 As shown, the height of the initial center of gravity of the vehicle is h1, the height of the pitch center (ie, the height of the pitch center from the ground) is H0, and the height difference between the initial center of gravity and the pitch center of the vehicle is ΔH.

[0082] When the vehicle's left and right, front and back loadings are inconsistent, take the most typical working condition as an example, if only the driver's seat is occupied, or only the driver's seat and the seat behind him are occupied, or only the driver's seat and the front passenger seat are occupied, the original vehicle's center of gravity will be raised and deviate to the driver's side. Since the roll center and pitch center are only determined by the vehicle's suspension structure, their positions remain unchanged, and the height of the roll center is still h0, and the height of the pitch center is still H0. Figure 5 and Figure 6 As shown, the height of the vehicle's center of gravity after offset is h1', the height difference between the height of the vehicle's current center of gravity and the height of the roll center is Δh', and the height difference between the height of the vehicle's current center of gravity and the height of the pitch center is ΔH'.

[0083] like Figure 5 and Figure 6 As shown, when the left and right and front and rear loadings of the vehicle are inconsistent, the center of gravity of the vehicle is offset by X1 in the x-axis direction of the vehicle coordinate system and by Y1 in the y-axis direction of the vehicle coordinate system relative to when the vehicle is unloaded. In addition, the center of gravity of the vehicle is offset by Z1 in the z-axis direction of the vehicle coordinate system relative to when the vehicle is unloaded.

[0084] In one example, the vehicle coordinate system can be Figure 7As shown, the front-to-back direction of the vehicle is the x-axis (the front direction is positive), the left-to-right direction is the y-axis (the left direction is positive), and the up-down direction is the z-axis (the up direction is positive). Among them, the front-to-back direction of the vehicle is the length direction of the vehicle, the left-to-right direction of the vehicle is the width direction of the vehicle, and the up-down direction of the vehicle is the height direction of the vehicle.

[0085] <Suspension Control Method Embodiment>

[0086] The present disclosure provides a suspension control method, which may be implemented by a vehicle.

[0087] Figure 8 is a flow chart of a suspension control method according to an embodiment of the present disclosure.

[0088] like Figure 8 As shown, the method includes steps S1000 to S2000 as shown below:

[0089] Step S1000, obtaining an attitude angle of the vehicle around a first direction and a first center of gravity offset of the vehicle in the first direction relative to an empty vehicle.

[0090] In this embodiment, the first direction can be as follows Figure 7 The x-axis direction of the vehicle coordinate system shown can also be as follows Figure 7 The y-axis direction of the vehicle coordinate system is shown.

[0091] In the first direction, Figure 7 In the embodiment of the x-axis direction of the vehicle coordinate system shown in FIG. 1 , the attitude angle generated by the vehicle around the first direction may be the roll angle of the vehicle, and the first center of gravity offset of the vehicle relative to the first center of gravity generated in the first direction when the vehicle is unloaded may be as follows: Figure 5 The offset Y1 is shown. The positive direction of the roll angle and the positive direction of the x-axis conform to the right-hand rule.

[0092] In the first direction, Figure 7 In the embodiment of the y-axis direction of the vehicle coordinate system shown in FIG. 1 , the attitude angle generated by the vehicle around the first direction may be the pitch angle of the vehicle, and the first center of gravity offset of the vehicle relative to the first center of gravity generated in the first direction when the vehicle is unloaded may be as follows: Figure 6 The offset X1 is shown. The positive direction of the pitch angle and the positive direction of the y-axis conform to the right-hand rule.

[0093] In this embodiment, obtaining the first center of gravity offset may include steps S1100 to S1200 as shown below:

[0094] Step S1100, obtaining the current height of the suspension, the initial height of the suspension when the vehicle is unloaded, and the current stiffness of the suspension.

[0095] In this embodiment, the vehicle may also be provided with height sensors corresponding to the suspensions one by one, and the height sensors may detect the height of each suspension.

[0096] The specific vehicle can determine whether a person is getting on or off the vehicle through the door, vehicle unlocking status, seat sensors, etc. The initial height of the suspension can be obtained by the sensor data obtained by the height sensor when no one is on the vehicle (i.e., when the vehicle is unloaded). The current height of the suspension can be obtained by the sensor data most recently obtained by the height sensor when executing step S1000.

[0097] Furthermore, the current stiffness of the suspension is the stiffness of the suspension when executing step S1000. Figure 1 For the three-chamber air spring suspension shown, the current stiffness may be one of stiffness K1 , stiffness K2 , stiffness K3 , and stiffness K4 .

[0098] Step S1200, obtaining a first center of gravity offset according to the current height, the initial height, and the current stiffness.

[0099] In this embodiment, the first mapping data reflecting the mapping relationship between the current height, the initial height, the current stiffness and the center of gravity offset can be pre-set; based on the current height, the initial height, the current stiffness and the first mapping data, the first center of gravity offset of the vehicle generated in the first direction relative to when it is empty is obtained.

[0100] Step S2000: Control the suspension of the vehicle according to the attitude angle and the first center of gravity offset.

[0101] In this embodiment, controlling the suspension of the vehicle according to the attitude angle and the first center of gravity offset may include controlling the stiffness and / or height of the suspension.

[0102] Furthermore, the suspension of the vehicle may be Figure 1 The air spring suspension shown may also be other types of suspensions, which are not limited here.

[0103] Through the embodiments of the present disclosure, the suspension of the vehicle is controlled according to the attitude angle of the vehicle around a first direction and the first center of gravity offset of the vehicle in the first direction relative to when the vehicle is unloaded. The uneven distribution of vehicle mass can be used as one of the control factors. After the center of gravity position of the vehicle shifts, different thresholds are used to control the left and right turning stiffness control, and different thresholds are used to control the vehicle braking and acceleration stiffness control, so that the vehicle can obtain better roll performance.

[0104] In one embodiment of the present disclosure, controlling the suspension of the vehicle according to the attitude angle and the first center of gravity offset may include steps S2110 to S2120 as shown below:

[0105] Step S2110, determining the target stiffness of the suspension according to the attitude angle and the first center of gravity offset.

[0106] In one embodiment of the present disclosure, determining the target stiffness of the suspension according to the attitude angle and the first center of gravity offset may include steps S2111 to S2114 as shown below:

[0107] Step S2111, obtaining a first height difference between an initial center of gravity of the vehicle when unloaded and a target rotation center of the vehicle, and a second center of gravity offset of the vehicle in a height direction relative to the vehicle when unloaded.

[0108] In the first direction, Figure 7 In the x-axis direction of the vehicle coordinate system shown, the attitude angle generated by the vehicle around the first direction is the roll angle of the vehicle, and the center of gravity of the vehicle relative to the first center of gravity offset generated in the first direction when unloaded is as follows: Figure 5 In the embodiment of the offset Y1 shown, the target rotation center is the roll center.

[0109] The first height difference between the initial center of gravity and the roll center when the vehicle is unloaded can be as follows Figure 3 Δh shown.

[0110] In the first direction, Figure 7 In the y-axis direction of the vehicle coordinate system shown, the attitude angle generated by the vehicle around the first direction is the pitch angle of the vehicle, and the center of gravity of the vehicle relative to the first center of gravity offset generated in the first direction when unloaded is as follows: Figure 6 In the embodiment of the offset X1 shown, the target rotation center is the pitch center.

[0111] The first height difference between the initial center of gravity and the pitch center when the vehicle is unloaded can be as follows Figure 4 ΔH shown.

[0112] In this embodiment, the first height difference between the initial center of gravity of the vehicle when unloaded and the roll center, and the first height difference between the initial center of gravity of the vehicle when unloaded and the pitch center can be pre-stored in the vehicle's memory and directly obtained from the memory when executing step S2111.

[0113] In one embodiment of the present disclosure, the second center of gravity offset of the vehicle in the height direction of the vehicle relative to the vehicle when the vehicle is unloaded may be obtained based on the current height of the suspension, the initial height of the suspension when the vehicle is unloaded, and the current stiffness of the suspension. When the center of gravity of the vehicle is raised relative to the vehicle when the vehicle is unloaded, the second center of gravity offset is a positive number; when the center of gravity of the vehicle is lowered relative to the vehicle when the vehicle is unloaded, the second center of gravity offset is a negative number.

[0114] Step S2112: Obtain a second height difference between the current center of gravity of the vehicle and the target rotation center of the vehicle according to the first height difference and the second center of gravity offset.

[0115] In this embodiment, the sum of the first height difference and the second center of gravity offset may be used as the second height difference.

[0116] In the first direction, Figure 7 In the x-axis direction of the vehicle coordinate system shown, the attitude angle generated by the vehicle around the first direction is the roll angle of the vehicle, and the center of gravity of the vehicle relative to the first center of gravity offset generated in the first direction when unloaded is as follows: Figure 5 In the embodiment where the target rotation center is the roll center, the second height difference between the current center of gravity of the vehicle and the roll center of the vehicle can be as follows: Figure 5 Δh' shown.

[0117] In the first direction, Figure 7 In the y-axis direction of the vehicle coordinate system shown, the attitude angle generated by the vehicle around the first direction is the pitch angle of the vehicle, and the center of gravity of the vehicle relative to the first center of gravity offset generated in the first direction when unloaded is as follows: Figure 6 In the embodiment where the target rotation center is the pitch center, the second height difference between the current center of gravity of the vehicle and the pitch center of the vehicle can be as follows: Figure 6 ΔH' is shown.

[0118] Step S2113, obtaining a control index according to the first height difference, the second height difference and the attitude angle.

[0119] In the first direction, Figure 7 In the x-axis direction of the vehicle coordinate system shown, the attitude angle generated by the vehicle around the first direction is the roll angle of the vehicle, and the center of gravity of the vehicle relative to the first center of gravity offset generated in the first direction when unloaded is as follows: Figure 5 The offset Y1 shown, the target rotation center is the roll center, and the second height difference between the current center of gravity of the vehicle and the roll center of the vehicle is as follows Figure 5 In the embodiment of Δh' shown, the control index obtained according to the first height difference, the second height difference and the attitude angle is the roll control index. Roll control index = Δh' / Δh*roll angle.

[0120] In the first direction, Figure 7 In the y-axis direction of the vehicle coordinate system shown, the attitude angle generated by the vehicle around the first direction is the pitch angle of the vehicle, and the center of gravity of the vehicle relative to the first center of gravity offset generated in the first direction when unloaded is as follows: Figure 6 The offset X1 shown, the target rotation center is the pitch center, and the second height difference between the current center of gravity of the vehicle and the pitch center of the vehicle can be as follows Figure 6In the embodiment of ΔH′ shown, the control index obtained according to the first height difference, the second height difference and the attitude angle is a pitch control index.

[0121] Based on the present embodiment, the method may further include: obtaining the opening percentage of the target pedal of the vehicle, and obtaining a control index according to the opening percentage.

[0122] The target pedal may be an accelerator pedal or a brake pedal.

[0123] When the vehicle is accelerating, the pitch control index = ΔH' / ΔH×the opening percentage of the accelerator pedal×the pitch angle.

[0124] When the vehicle is braked, the pitch control index = -ΔH' / ΔH×the opening percentage of the brake pedal×the pitch angle.

[0125] Step S2114, obtaining the target stiffness of the suspension according to the control index and the first center of gravity offset.

[0126] In one embodiment of the present disclosure, obtaining a target stiffness of a suspension based on a control index and a first center of gravity offset may include: obtaining mapping data representing a mapping relationship between a control index, a first center of gravity offset and a suspension stiffness; and obtaining a suspension stiffness corresponding to the control index and the first center of gravity offset as the target stiffness based on the control index, the first center of gravity offset and the mapping data.

[0127] In this embodiment, the mapping relationship can be as follows: Fig. 9 shown.

[0128] When the first center of gravity offset and control index lookup point fall on Fig. 9 When the first center of gravity offset and the control index lookup point fall within the area ① shown in the figure, the target stiffness of the suspension is stiffness K4; Fig. 9 In the area ② shown in the figure, the target stiffness of the suspension is stiffness K3; when the first center of gravity offset and the control index lookup point fall on Fig. 9 In the area ③ shown in the figure, the target stiffness of the suspension is stiffness K2; when the first center of gravity offset and the control index lookup point fall within Fig. 9 In the region ④ shown, the target stiffness of the suspension is stiffness K1.

[0129] Depend on Fig. 9 It can be seen that when the signs of the first center of gravity offset and the control index are consistent, the areas of regions ①, ②, and ③ are relatively small. When the signs of the first center of gravity offset and the control index are inconsistent, the areas of regions ①, ②, and ③ are relatively large.

[0130] In one embodiment of the present disclosure, when the control index and the first center of gravity offset have the same positive and negative signs, the switching boundary between the target stiffness and the current stiffness is smaller than when the control index and the first center of gravity offset have inconsistent positive and negative signs, the switching boundary between the target stiffness and the current stiffness.

[0131] The switching boundary of this embodiment can be as follows Fig. 9 Any one of the K4 switching K3 boundary, K3 switching K2 boundary, and K2 switching K1 boundary shown. When the current stiffness is K4 and the target stiffness is K3, the switching boundary between the target stiffness and the current stiffness is the K4 switching K3 boundary; when the current stiffness is K3 and the target stiffness is K2, the switching boundary between the target stiffness and the current stiffness is the K3 switching K2 boundary; when the current stiffness is K2 and the target stiffness is K1, the switching boundary between the target stiffness and the current stiffness is the K2 switching K1 boundary.

[0132] Among them, Fig. 9 Any boundary in the correspondence between the first center of gravity offset, the control index and the stiffness switching can be obtained by drawing the control index and the first center of gravity offset in the calibration table shown in the following table. The calibration table can be set by the riding experience of the calibration personnel.

[0133] Control indicators a1 a2 a3 a4 a5 a6 a7 First center of gravity offset Y11 Y12 Y13 Y14 Y15 Y16 Y17

[0134] When the control index and the first center of gravity offset have the same positive and negative signs, the offset of the vehicle's center of gravity provides an assist for the vehicle's attitude angle around the first direction. In order to compensate for the impact of the gravity offset, the stiffness control can intervene earlier, and the suspension stiffness control tends to switch the suspension stiffness to a greater stiffness earlier; when the control index and the first center of gravity offset have inconsistent positive and negative signs, the offset of the vehicle's center of gravity provides a resistance for the vehicle's attitude angle around the first direction. In order to compensate for the impact of the gravity offset, the stiffness control can intervene later, and the suspension stiffness control tends to switch the suspension stiffness to a greater stiffness later.

[0135] Through this embodiment, asymmetric control of the vehicle roll stiffness switching can be achieved after the vehicle center of gravity shifts.

[0136] Step S2120: When the target stiffness is greater than the current stiffness of the suspension, the stiffness of the suspension is controlled to switch from the current stiffness to the target stiffness.

[0137] In one embodiment, it can be achieved by controlling Figure 1 The switching state of the stiffness valve in the air spring suspension is shown to switch the stiffness of the suspension from the current stiffness to the target stiffness.

[0138] In another embodiment, the stiffness of the suspension may be switched from the current stiffness to the target stiffness by adjusting the regulating valve on the shock absorber through the control unit, controlling the circulation of the hydraulic oil inside the shock absorber, and changing the damping coefficient of the shock absorber.

[0139] In one embodiment of the present disclosure, when the target stiffness is the same as the current stiffness, or the target stiffness is smaller than the current stiffness, the stiffness of the suspension is not switched, so that the stiffness of the suspension remains at the current stiffness.

[0140] Through the embodiments of the present disclosure, when the target stiffness obtained based on the attitude angle of the vehicle around a first direction and the first center of gravity offset of the vehicle in the first direction relative to when the vehicle is unloaded is greater than the current stiffness of the suspension, the stiffness of the suspension is controlled to switch from the current stiffness to the target stiffness, which can compensate for the impact of the vehicle's center of gravity offset and realize asymmetric control of the vehicle's roll stiffness switching after the vehicle's center of gravity offset.

[0141] In one embodiment of the present disclosure, the method may further include: when the stiffness of the controlled suspension is switched from the current stiffness to the target stiffness, waiting for a set time and then executing steps S2110 to S2120. That is, after adjusting the stiffness of the suspension, waiting for at least the set time and then adjusting the stiffness of the suspension. In this way, frequent adjustment of the stiffness of the suspension can be avoided to affect the riding experience of the user.

[0142] In one embodiment of the present disclosure, controlling the suspension of the vehicle according to the attitude angle and the first center of gravity offset may include steps S2210 to S2220 as shown below:

[0143] Step S2210: adjusting the height adjustment accuracy of the suspension according to the attitude angle and the first center of gravity offset.

[0144] In this embodiment, the height adjustment accuracy of the suspension may include left-right height adjustment accuracy and front-back height adjustment accuracy. The initial accuracy value of the left-right height adjustment accuracy may be ±Hr, and the initial accuracy value of the front-back height adjustment accuracy may be ±Ht. The initial accuracy values ​​of the left-right height adjustment accuracy and the initial accuracy values ​​of the front-back height adjustment accuracy may be pre-set according to application scenarios or specific requirements.

[0145] In one embodiment of the present disclosure, adjusting the height adjustment accuracy of the suspension according to the attitude angle and the first center of gravity offset includes steps S2211 to S2215 as shown below:

[0146] Step S2211, obtaining the change in the sprung mass of the vehicle relative to the sprung mass when it is unloaded.

[0147] In this embodiment, the change in the sprung mass of the vehicle relative to the sprung mass when the vehicle is unloaded may be obtained based on the current height of the suspension, the initial height of the suspension when the vehicle is unloaded, and the current stiffness of the suspension.

[0148] In this embodiment, second mapping data reflecting the mapping relationship between the current height, initial height, current stiffness and the change in sprung mass may be pre-set; based on the current height, initial height, current stiffness and the second mapping data, the change in the sprung mass of the vehicle relative to the sprung mass when it is unloaded is obtained.

[0149] Step S2212, obtaining a first height difference between an initial center of gravity of the vehicle when unloaded and a target rotation center of the vehicle, and a second center of gravity offset of the vehicle in a second direction relative to the vehicle when unloaded.

[0150] In the first direction, Figure 7 In the x-axis direction of the vehicle coordinate system shown, the attitude angle generated by the vehicle around the first direction is the roll angle of the vehicle, and the center of gravity of the vehicle relative to the first center of gravity offset generated in the first direction when unloaded is as follows: Figure 5 In the embodiment of the offset Y1 shown, the target rotation center is the roll center.

[0151] The first height difference between the initial center of gravity and the roll center when the vehicle is unloaded can be as follows Figure 3 Δh shown.

[0152] In the first direction, Figure 7 In the y-axis direction of the vehicle coordinate system shown, the attitude angle generated by the vehicle around the first direction is the pitch angle of the vehicle, and the center of gravity of the vehicle relative to the first center of gravity offset generated in the first direction when unloaded is as follows: Figure 6 In the embodiment of the offset X1 shown, the target rotation center is the pitch center.

[0153] The first height difference between the initial center of gravity and the roll center when the vehicle is unloaded can be as follows Figure 3 Δh shown.

[0154] In this embodiment, the first height difference between the initial center of gravity of the vehicle when unloaded and the roll center, and the first height difference between the initial center of gravity of the vehicle when unloaded and the pitch center can be pre-stored in the vehicle's memory and directly obtained from the memory when executing step S2111.

[0155] In one embodiment of the present disclosure, the second center of gravity offset of the vehicle in the height direction of the vehicle relative to the vehicle when the vehicle is unloaded may be obtained based on the current height of the suspension, the initial height of the suspension when the vehicle is unloaded, and the current stiffness of the suspension. When the center of gravity of the vehicle is raised relative to the vehicle when the vehicle is unloaded, the second center of gravity offset is a positive number; when the center of gravity of the vehicle is lowered relative to the vehicle when the vehicle is unloaded, the second center of gravity offset is a negative number.

[0156] Step S2213, obtaining a second height difference between the current center of gravity of the vehicle and the target rotation center of the vehicle according to the first height difference and the second center of gravity offset.

[0157] In this embodiment, the sum of the first height difference and the second center of gravity offset may be used as the second height difference.

[0158] In the first direction, Figure 7 In the x-axis direction of the vehicle coordinate system shown, the attitude angle generated by the vehicle around the first direction is the roll angle of the vehicle, and the center of gravity of the vehicle relative to the first center of gravity offset generated in the first direction when unloaded is as follows: Figure 5 In the embodiment where the target rotation center is the roll center, the second height difference between the current center of gravity of the vehicle and the roll center of the vehicle can be as follows: Figure 5 Δh' shown.

[0159] In the first direction, Figure 7 In the y-axis direction of the vehicle coordinate system shown, the attitude angle generated by the vehicle around the first direction is the pitch angle of the vehicle, and the center of gravity of the vehicle relative to the first center of gravity offset generated in the first direction when unloaded is as follows: Figure 6 In the embodiment where the target rotation center is the pitch center, the second height difference between the current center of gravity of the vehicle and the pitch center of the vehicle can be as follows: Figure 6 ΔH' is shown.

[0160] Step S2214, obtaining a target accuracy value of the height adjustment accuracy according to the sprung mass change, the first height difference, the second height difference, the first center of gravity offset, the attitude angle and the initial accuracy value of the height adjustment accuracy.

[0161] In one embodiment of the present disclosure, the mass change coefficient can be determined based on the change in the sprung mass, the center of gravity offset coefficient can be determined based on the first center of gravity offset, and then the target accuracy value of the height adjustment accuracy can be obtained based on the mass change coefficient, the center of gravity offset coefficient, the first height difference, the second height difference, the attitude angle and the initial accuracy value of the height adjustment accuracy.

[0162] In this embodiment, third mapping data reflecting the mapping relationship between the sprung mass change and the mass change coefficient can be pre-set; based on the sprung mass change and the third mapping data, the mass change coefficient corresponding to the sprung mass change is obtained as the mass change coefficient.

[0163] The third mapping data may be a third mapping function, or a third comparison table, etc., which is not limited here.

[0164] For the third mapping function, the dependent variable of the third mapping function is the mass change coefficient, and the independent variable is the sprung mass change. Thus, by substituting the sprung mass change into the third mapping function, the mass change coefficient corresponding to the sprung mass change can be obtained.

[0165] For the third comparison table, the mass change coefficient corresponding to the sprung mass change can be found in the third comparison table. If the sprung mass change cannot be directly found in the third comparison table, two values ​​adjacent to the sprung mass change can be found, and the mass change coefficient corresponding to the sprung mass change can be obtained by interpolation based on the two values ​​and the mass change coefficients corresponding to the two values.

[0166] In this embodiment, fourth mapping data reflecting the mapping relationship between the first center of gravity offset and the center of gravity offset coefficient can be pre-set; based on the first center of gravity offset and the fourth mapping data, the center of gravity offset coefficient corresponding to the first center of gravity offset is obtained as the center of gravity offset coefficient.

[0167] The fourth mapping data may be a fourth mapping function, or a fourth comparison table, etc., which is not limited here.

[0168] For the fourth mapping function, the dependent variable of the fourth mapping function is the center of gravity offset coefficient, and the independent variable is the first center of gravity offset. Thus, by substituting the first center of gravity offset into the fourth mapping function, the center of gravity offset coefficient corresponding to the first center of gravity offset can be obtained.

[0169] For the fourth comparison table, the gravity center offset coefficient corresponding to the first gravity center offset can be found in the fourth comparison table. If the first gravity center offset cannot be directly found in the fourth comparison table, two values ​​adjacent to the first gravity center offset can be found, and the gravity center offset coefficient corresponding to the first gravity center offset can be obtained by interpolation according to the two values ​​and the gravity center offset coefficients corresponding to the two values.

[0170] In one embodiment of the present disclosure, the method may also include: acquiring driving data of the vehicle; determining whether the vehicle is stationary or driving on a smooth road based on the driving data; when the vehicle is driving on a smooth road, enlarging the height adjustment accuracy; when the vehicle is stationary, reducing the height adjustment accuracy.

[0171] In this embodiment, the driving data may include acceleration data collected by an acceleration sensor and / or inertia data collected by an inertial sensor.

[0172] Furthermore, it is possible to determine whether the vehicle is stationary or whether the vehicle is traveling on a smooth road based on the driving data.

[0173] When the vehicle is traveling on a smooth road that allows height adjustment, the height adjustment accuracy can be appropriately amplified to prevent repeated adjustments caused by road excitation, taking into account the impact of center of gravity offset and sprung mass changes on vehicle height adjustment. When the vehicle is stationary, in order to prevent the vehicle from frequently exceeding the height adjustment accuracy during future driving on good roads, the height adjustment accuracy can be appropriately reduced.

[0174] When the vehicle is driving on a smooth road, the front and rear height adjustment accuracy can be determined by the following formula:

[0175] Ht'=Ht×c×△H' / △H×d

[0176] Among them, Ht' is the target accuracy value of the front and rear height adjustment accuracy when the vehicle is driving on a smooth road, Ht is the initial accuracy value of the front and rear height adjustment accuracy, c is the center of gravity offset coefficient, △H' is the second height difference between the current center of gravity of the vehicle and the pitch center of the vehicle, △H is the first height difference between the initial center of gravity when the vehicle is unloaded and the pitch center, and d is the mass change coefficient.

[0177] When the vehicle is driving on a smooth road, the left and right height adjustment accuracy can be determined by the following formula:

[0178] Hr'=Hr×c×△h' / △h×d

[0179] Among them, Hr' is the target accuracy value of the left and right height adjustment accuracy when the vehicle is driving on a smooth road, Hr is the initial accuracy value of the left and right height adjustment accuracy, c is the center of gravity offset coefficient, △h' is the second height difference between the current center of gravity of the vehicle and the roll center of the vehicle, △h is the first height difference between the initial center of gravity when the vehicle is unloaded and the roll center, and d is the mass change coefficient.

[0180] When the vehicle is stationary, the front and rear height adjustment accuracy can be determined by the following formula:

[0181] Ht”=Ht×1 / c×△H / △H’×1 / d

[0182] Among them, Ht'' is the target accuracy value of the front and rear height adjustment accuracy when the vehicle is stationary, Ht is the initial accuracy value of the front and rear height adjustment accuracy, c is the center of gravity offset coefficient, △H' is the second height difference between the current center of gravity of the vehicle and the pitch center of the vehicle, △H is the first height difference between the initial center of gravity and the pitch center when the vehicle is unloaded, and d is the mass change coefficient.

[0183] When the vehicle is stationary, the left and right height adjustment accuracy can be determined by the following formula:

[0184] Hr”=Hr×1 / c×△h’ / △h×1 / d

[0185] Among them, Hr" is the target accuracy value of the left and right height adjustment accuracy when the vehicle is stationary, Hr is the initial accuracy value of the left and right height adjustment accuracy, c is the center of gravity offset coefficient, △h' is the second height difference between the current center of gravity of the vehicle and the roll center of the vehicle, △h is the first height difference between the initial center of gravity and the roll center when the vehicle is unloaded, and d is the mass change coefficient.

[0186] Through the embodiments of the present disclosure, the height adjustment accuracy of the suspension is adjusted according to the attitude angle and the first center of gravity offset, and the height of the suspension is controlled according to the height adjustment accuracy of the suspension, which can prevent the undesirable situation of repeatedly adjusting the suspension height from occurring.

[0187] Step S2215, adjusting the height adjustment accuracy of the suspension to a target accuracy value.

[0188] Step S2220, controlling the height of the suspension according to the height adjustment accuracy of the suspension.

[0189] In an embodiment where the height adjustment accuracy includes the front and rear height adjustment accuracy, when the absolute value of the height difference between the front and rear axles of the vehicle is less than or equal to the front and rear height adjustment accuracy, there is no need to adjust the height of the suspension; when the absolute value of the height difference between the front and rear axles of the vehicle is greater than the front and rear height adjustment accuracy, the height of the suspension is adjusted.

[0190] In an embodiment where the height adjustment accuracy includes the left and right height adjustment accuracy, when the absolute value of the height difference between the left and right axles of the vehicle is less than or equal to the left and right height adjustment accuracy, there is no need to adjust the height of the suspension; when the absolute value of the height difference between the left and right axles of the vehicle is greater than the left and right height adjustment accuracy, the height of the suspension is adjusted.

[0191] Through this embodiment, the height adjustment accuracy of the suspension is adjusted according to the attitude angle and the first center of gravity offset, and the height of the suspension is controlled according to the height adjustment accuracy of the suspension, which can prevent the undesirable situation of repeatedly adjusting the suspension height from occurring.

[0192] <Suspension Control Device Embodiment>

[0193] This embodiment provides a suspension control device.

[0194] like Fig.10 As shown, the suspension control device 9000 may include a processor 9100 and a memory 9200, wherein the memory 9200 is used to store a computer program, and the processor 9100 is used to execute the method of any embodiment of the present disclosure under the control of the computer program.

[0195] Processor 9100 is a main component of the vehicle's electronic control unit (ECU) and is used to execute computer programs, which can be written in an instruction set of an architecture such as x37, Arm, RISC, MIPS, SSE, etc.

[0196] The memory 9200 includes, for example, a ROM (Read Only Memory), a RAM (Random Access Memory), a nonvolatile memory such as a hard disk, and the like, and is used to store the above computer programs and the like.

[0197] <Vehicle Embodiment>

[0198] This embodiment provides a vehicle, which may include the aforementioned suspension control device 9000 .

[0199] The vehicle in this embodiment may be a vehicle provided with a power battery, and specifically may be a pure electric vehicle or a hybrid vehicle.

[0200] In one example, the vehicle may also have at least one of other hardware structures such as an engine, a motor controller, a sensing device, an input device, an interface device, an output device, a motor, a power battery, etc., which are not limited here.

[0201] The rear end of the engine (the end connected to the flywheel) can be connected to the input end of the reducer through a clutch, and the output end of the reducer is connected to the tire shaft so that the tire can be driven to rotate by the engine.

[0202] The motor controller is used to control the motor action according to the control instructions sent by the processor 9100, for example, controlling the motor output torque to drive the tire shaft to rotate; for example, controlling the motor to feed back electrical energy to the power battery, etc.

[0203] The sensing device may include various sensors, for example, at least one of a rotation speed sensor, a posture sensor, a temperature sensor, a humidity sensor, a pressure sensor, etc.

[0204] The input device may include a key circuit, a touch screen, a microphone, a knob circuit, a throttle control device with an accelerator pedal, a brake control device with a brake pedal, and the like.

[0205] The interface device may include an earphone interface, an on-board diagnostics (OBD) interface, a charging interface, a USB interface, and the like.

[0206] Output devices may include display screens, speakers, various indicator lights, etc.

[0207] When the motor is used as an electric motor, the power battery can be used to provide electrical energy to the motor.

[0208] <Readable Storage Medium Embodiment>

[0209] This embodiment provides a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the method described in any method embodiment of the present disclosure is executed.

[0210] The present invention may be a system, a method and / or a computer program product. The computer program product may include a computer-readable storage medium carrying computer-readable program instructions for causing a processor to implement various aspects of the present invention.

[0211] A computer-readable storage medium may be a tangible device that can hold and store instructions used by an instruction execution device. A computer-readable storage medium may be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples of computer-readable storage media (a non-exhaustive list) include: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a static random access memory (SRAM), a portable compact disk read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanical encoding device, such as a punch card or a raised structure in a groove on which instructions are stored, and any suitable combination of the foregoing. As used herein, a computer-readable storage medium is not to be interpreted as a transient signal per se, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagating through a waveguide or other transmission medium (e.g., a light pulse through a fiber optic cable), or an electrical signal transmitted through a wire.

[0212] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to each computing / processing device, or downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network can include copper transmission cables, optical fiber transmissions, wireless transmissions, routers, firewalls, switches, gateway computers, and / or edge servers. The network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in the computer-readable storage medium in each computing / processing device.

[0213] The computer program instructions for performing the operation of the present invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages, such as Smalltalk, C++, etc., and conventional procedural programming languages, such as "C" language or similar programming languages. Computer-readable program instructions may be executed entirely on a user's computer, partially on a user's computer, as an independent software package, partially on a user's computer, partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., using an Internet service provider to connect via the Internet). In some embodiments, an electronic circuit, such as a programmable logic circuit, a field programmable gate array (FPGA), or a programmable logic array (PLA), may be personalized by utilizing the state information of the computer-readable program instructions, and the electronic circuit may execute the computer-readable program instructions, thereby realizing various aspects of the present invention.

[0214] Various aspects of the present invention are described herein with reference to the flow charts and / or block diagrams of the methods, devices (systems) and computer program products according to embodiments of the present invention. It should be understood that each box of the flow chart and / or block diagram and the combination of each box in the flow chart and / or block diagram can be implemented by computer-readable program instructions.

[0215] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, thereby producing a machine, so that when these instructions are executed by the processor of the computer or other programmable data processing device, a device that implements the functions / actions specified in one or more boxes in the flowchart and / or block diagram is generated. These computer-readable program instructions can also be stored in a computer-readable storage medium, and these instructions cause the computer, programmable data processing device, and / or other equipment to work in a specific manner, so that the computer-readable medium storing the instructions includes a manufactured product, which includes instructions for implementing various aspects of the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0216] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device so that a series of operating steps are performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to implement the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0217] The flow charts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the systems, methods and computer program products according to multiple embodiments of the present invention. In this regard, each box in the flow chart or block diagram can represent a part of a module, a program segment or an instruction, and a part of the module, a program segment or an instruction contains one or more executable instructions for realizing the specified logical function. In some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions. It is well known to those skilled in the art that it is equivalent to implement it by hardware, implement it by software, and implement it by combining software and hardware.

[0218] Embodiments of the present invention have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The selection of terms used herein is intended to best explain the principles of the embodiments, practical applications, or technical improvements in the marketplace, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein. The scope of the present invention is defined by the appended claims.

Claims

1. A suspension control method, characterized in that: include: Acquire an attitude angle of the vehicle around a first direction, and a first center of gravity offset of the vehicle in the first direction relative to the center of gravity of the vehicle when the vehicle is unloaded; The suspension of the vehicle is controlled according to the attitude angle and the first center of gravity offset.

2. The method according to claim 1, characterized in that The controlling the suspension of the vehicle according to the attitude angle and the first center of gravity offset includes: determining a target stiffness of the suspension according to the attitude angle and the first center of gravity offset; When the target stiffness is greater than the current stiffness of the suspension, the stiffness of the suspension is controlled to switch from the current stiffness to the target stiffness.

3. The method according to claim 2, characterized in that Determining the target stiffness of the suspension according to the attitude angle and the first center of gravity offset includes: Acquire a first height difference between an initial center of gravity of the vehicle when it is unloaded and a target rotation center of the vehicle, and a second center of gravity offset of the vehicle in a height direction of the vehicle relative to the center of gravity of the vehicle when it is unloaded; Obtaining a second height difference between the current center of gravity of the vehicle and the target rotation center according to the first height difference and the second center of gravity offset; Obtaining a control index according to the first height difference, the second height difference and the attitude angle; A target stiffness of the suspension is obtained according to the control index and the first center of gravity offset.

4. The method according to claim 3, characterized in that When the control index and the first center of gravity offset have the same positive and negative signs, the switching boundary between the target stiffness and the current stiffness is smaller than the switching boundary between the target stiffness and the current stiffness when the control index and the first center of gravity offset have inconsistent positive and negative signs.

5. The method according to claim 3, characterized in that: The obtaining, according to the first height difference and the second center of gravity offset, a second height difference between the current center of gravity of the vehicle and the target rotation center comprises: The sum of the first height difference and the second center of gravity offset is determined as the second height difference.

6. The method according to claim 3, characterized in that The first direction is parallel to the length direction of the vehicle, and the attitude angle is a roll angle; The obtaining of a control index according to the first height difference, the second height difference and the attitude angle comprises: determining a ratio of the second height difference to the first height difference; The product of the ratio and the attitude angle is determined as the control index.

7. The method according to claim 3, characterized in that The first direction is parallel to the width direction of the vehicle, and the attitude angle is a pitch angle; the method further includes: The opening percentage of the target pedal of the vehicle is obtained, and the control index is obtained according to the opening percentage, wherein the target pedal is an accelerator pedal or a brake pedal.

8. The method according to claim 7, characterized in that The control index is also obtained according to the opening percentage, including: determining a ratio of the second height difference to the first height difference; Determine the product of the ratio, the opening percentage, the pitch angle, and a set sign as the control index; The setting sign is a positive sign when the target pedal is an accelerator pedal, and is a negative sign when the target pedal is a brake pedal.

9. The method according to claim 3, characterized in that: The step of obtaining a target stiffness of the suspension according to the control index and the first center of gravity offset includes: Acquiring mapping data representing a mapping relationship between a control index, a first center of gravity offset, and a suspension stiffness; According to the control index, the first center-of-gravity offset and the mapping data, a suspension stiffness corresponding to the control index and the first center-of-gravity offset is obtained as the target stiffness.

10. The method according to claim 2, characterized in that The method further comprises: When the stiffness of the suspension is controlled to be adjusted from the current stiffness to the target stiffness, a set time is waited and then the step of controlling the suspension according to the attitude angle and the first center of gravity offset is performed.

11. The method according to claim 1, characterized in that: The controlling the suspension according to the attitude angle and the first center of gravity offset further includes: adjusting the height adjustment accuracy of the suspension according to the attitude angle and the first center of gravity offset; The height of the suspension is controlled according to the height adjustment accuracy of the suspension.

12. The method according to claim 11, characterized in that The method further comprises: Acquiring driving data of the vehicle; amplifying the height adjustment accuracy when the vehicle is traveling on a smooth road according to the driving data; When it is determined according to the driving data that the vehicle is stationary, the height adjustment accuracy is reduced.

13. The method according to claim 12, characterized in that The step of adjusting the height adjustment accuracy of the suspension according to the attitude angle and the first center of gravity offset includes: Obtaining a change in the sprung mass of the vehicle relative to the sprung mass when the vehicle is unloaded; Acquire a first height difference between an initial center of gravity of the vehicle when unloaded and a target rotation center of the vehicle, and a second center of gravity offset of the vehicle in a second direction relative to the vehicle when unloaded; Obtaining a second height difference between a current center of gravity of the vehicle and a target rotation center of the vehicle according to the first height difference and the second center of gravity offset; Obtaining a target accuracy value of height adjustment accuracy according to the sprung mass change, the first height difference, the second height difference, the first center of gravity offset, the attitude angle, and the initial accuracy value of the height adjustment accuracy; The height adjustment accuracy of the suspension is adjusted to the target accuracy value.

14. The method according to claim 1, characterized in that Obtaining the first center of gravity offset includes: Acquire the current height of the suspension, the initial height of the suspension when the vehicle is unloaded, and the current stiffness of the suspension; The first center of gravity offset is obtained according to the current height, the initial height, and the current stiffness.

15. A suspension control device, characterized in that: The method comprises a processor and a memory, wherein the memory is used to store a computer program, and the processor is used to execute the method according to any one of claims 1 to 14 under the control of the computer program.

16. A vehicle, characterized in that: Comprising a suspension control device according to claim 15.

17. A computer-readable storage medium having a computer program stored thereon, wherein the computer program implements the method according to any one of claims 1 to 14 when executed by a processor.

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