A suspension control method, device, vehicle, and readable storage medium

Abstract

This disclosure provides a suspension control method, apparatus, vehicle, and readable storage medium. The method includes: acquiring an attitude angle of the vehicle about a first direction and a first center of gravity offset of the vehicle's center of gravity relative to when unloaded in the first direction; and controlling the vehicle's suspension based on the attitude angle and the first center of gravity offset.

Description

Technical Field

[0001] This disclosure relates to the field of air spring suspension technology, and more specifically, to a suspension control method, a suspension control device, a vehicle, and a computer-readable storage medium. Background Technology

[0002] With the rapid development of automotive technology, people's demands for driving experience are also increasing. Vehicle ride comfort and handling stability, as characteristics that directly affect the sensory experience and personal safety of occupants, have received increasing attention. The vehicle suspension connects the wheels and the body, playing a role in vibration isolation and force transmission, and is one of the important systems determining the vehicle's dynamic performance.

[0003] In existing technical solutions, the vehicle is usually treated as a uniformly massed object to control the suspension. This means that the vehicle's center of gravity does not change after passengers board or cargo is loaded, and the vehicle's steering characteristics do not change, resulting in poor ride comfort during turning, braking, and acceleration. Summary of the Invention

[0004] One object of the present disclosure is to provide a new technical solution to improve the ride comfort of a vehicle.

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

[0006] The attitude angle of the vehicle around the first direction and the first center of gravity offset of the vehicle relative to the unloaded state in the first direction are obtained.

[0007] The vehicle's suspension is controlled based on the attitude angle and the first center of gravity offset.

[0008] Optionally, controlling the vehicle's suspension based on the attitude angle and the first center of gravity offset includes:

[0009] The target stiffness of the suspension is determined based on the attitude angle and the first center of gravity offset.

[0010] If 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 the target stiffness of the suspension based on the attitude angle and the first center of gravity offset includes:

[0012] The first height difference between the initial center of gravity of the vehicle when it is unloaded and the target rotation center of the vehicle, and the second center of gravity offset of the vehicle relative to the height direction of the vehicle when it is unloaded are obtained.

[0013] Based on the first height difference and the second center of gravity offset, the second height difference between the current center of gravity of the vehicle and the target rotation center of the vehicle is obtained;

[0014] Based on the first height difference, the second height difference, and the attitude angle, the control parameters are obtained;

[0015] The target stiffness of the suspension is obtained based on the control index and the first center of gravity offset.

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

[0017] Optionally, obtaining the second height difference between the vehicle's current center of gravity and the target rotation center based on 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 process of obtaining control parameters based on the first height difference, the second height difference, and the attitude angle includes:

[0021] Determine the 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 percentage of the opening of the target pedal of the vehicle is obtained, and the control index is obtained based on the percentage of the opening, wherein the target pedal is the accelerator pedal or the brake pedal.

[0025] Optionally, the control index is further obtained based on the opening percentage, including:

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

[0027] The product of the ratio, the opening percentage, the pitch angle, and the set sign is determined as the control index;

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

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

[0030] Obtain mapping data representing the mapping relationship between control parameters, first center of gravity offset, and suspension stiffness;

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

[0032] Optionally, the method further includes:

[0033] When the stiffness of the suspension is adjusted from the current stiffness to the target stiffness, a set time is waited before the step of controlling the suspension based on the attitude angle and the first center of gravity offset is executed.

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

[0035] Adjust the height adjustment accuracy of the suspension based on the attitude angle and the first center of gravity offset;

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

[0037] Optionally, the method further includes:

[0038] Obtain the vehicle's driving data;

[0039] Based on the driving data, when the vehicle is traveling on a smooth road surface, the height adjustment accuracy is increased;

[0040] Based on the driving data, when the vehicle is stationary, the height adjustment precision is reduced.

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

[0042] Obtain the change in the sprung mass of the vehicle relative to its unloaded state;

[0043] The first height difference between the initial center of gravity of the vehicle when it is unloaded and the target rotation center of the vehicle, and the second center of gravity offset of the vehicle relative to the second direction of the vehicle when it is unloaded are obtained.

[0044] Based on the first height difference and the second center of gravity offset, the second height difference between the current center of gravity of the vehicle and the target rotation center of the vehicle is obtained;

[0045] The target accuracy value of the height adjustment is obtained based on the change in sprung mass, 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] Adjust the height adjustment accuracy of the suspension to the target accuracy value.

[0047] Optionally, obtaining the first centroid offset includes:

[0048] Obtain 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 based on the current height, the initial height, and the current stiffness.

[0050] According to a second aspect of this disclosure, a suspension control device is provided, including a processor and a memory, the memory for storing a computer program, and the processor for executing the method as described in the first aspect of this disclosure under the control of the computer program.

[0051] According to a third aspect of this disclosure, a vehicle is provided, including the suspension control device described in the second aspect of this disclosure.

[0052] According to a fourth aspect of this disclosure, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the method described in the first aspect of this disclosure.

[0053] Through the embodiments of this disclosure, the vehicle suspension is controlled based on the attitude angle generated by the vehicle about a first direction and the first center of gravity offset generated by the vehicle's center of gravity in the first direction relative to when unloaded. The uneven distribution of vehicle 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 shifts.

[0054] Other features and advantages of the invention will become clear from the following detailed description of exemplary embodiments of the invention with reference to the accompanying drawings. Attached Figure Description

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

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

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

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

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

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

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

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

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

[0064] Figure 9 This is a schematic diagram illustrating the mapping relationship between the first center of gravity offset, control index, and suspension stiffness according to an embodiment of this disclosure.

[0065] Figure 10 This is a block diagram of a suspension control device according to an embodiment of the present disclosure. Detailed Implementation

[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, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention.

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

[0068] Techniques, methods, and apparatus known to those skilled in the art in the relevant field may not be discussed in detail, but where appropriate, such techniques, methods, and apparatus should be considered part of the specification.

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

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

[0071] <Suspension>

[0072] This embodiment provides an air spring suspension. Figure 1 This 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. The main air chamber 2 is the primary working air chamber; changes in its volume affect the suspension height, thus controlling vehicle height. The first and second auxiliary air chambers 4 and 7 are designed as air chambers with fixed volumes, therefore they only participate in air spring stiffness adjustment and not in air spring height changes. When the first stiffness valve 5 is open, the main air chamber is connected to the first auxiliary air chamber 4; when the second stiffness valve 6 is open, the main air chamber is connected to the second auxiliary air chamber 7; when both the first and second stiffness valves are open, 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 auxiliary air chamber > the volume of the second auxiliary air chamber.

[0075] The formula for calculating the stiffness of an air spring suspension is as follows:

[0076]

[0077] Where K0 is the stiffness of the air spring suspension, and D is the effective diameter. Let A be the effective diameter change rate, and let p be the effective pressure-bearing area of ​​the airbag. a Where p0 is the absolute pressure of the gas inside the airbag at the static equilibrium position, V0 is the gas volume inside the airbag at the static equilibrium position, and m is the polytropic index, which is generally taken as m = 1.33. From the formula and the structure, it can be seen 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.

[0078] Therefore, for example Figure 1 The three-chamber air spring suspension shown can have four stiffnesses K1, K2, K3, and K4, as described above. Figure 2 As 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 both the first auxiliary air chamber 4 and the second auxiliary air chamber 7, the stiffness of the air spring suspension is K4. Wherein, K1 > K2 > K3 > K4.

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

[0081] When the vehicle is empty, such as Figure 3 As shown, the initial center of gravity height of the vehicle (i.e., the initial center of gravity height above the ground) is h1, the roll center height (i.e., the roll center height above the ground) is h0, and the height difference between the initial center of gravity and the roll center is Δh. When the vehicle is unloaded, as... Figure 4 As shown, the initial center of gravity of the vehicle is at height h1, the pitch center is at height H0 (i.e., the pitch center is at height above the ground), and the height difference between the initial center of gravity and the pitch center is ΔH.

[0082] When a vehicle experiences uneven loading on its left and right sides, or front and rear, taking the most typical operating condition as an example—such as when only the driver's seat is occupied, or only the driver's seat and the seat behind it are occupied, or only the driver's seat and the front passenger seat are occupied—the vehicle's center of gravity will rise and shift towards the driver's side. Since the roll center and pitch center are determined solely by the vehicle's suspension structure, their positions remain unchanged; the height of the roll center remains h0, and the height of the pitch center remains H0. For example... Figure 5 and Figure 6 As shown, the height of the vehicle's center of gravity after the offset is h1', the height difference between the current height of the vehicle's center of gravity and the height of the roll center is Δh', and the height difference between the current height of the vehicle's center of gravity and the height of the pitch center is ΔH'.

[0083] like Figure 5 and Figure 6 As shown, when the vehicle's left and right, and front and rear loads are inconsistent, the vehicle's center of gravity shifts by X1 in the x-axis direction and Y1 in the y-axis direction of the vehicle coordinate system relative to its unloaded state. Furthermore, the vehicle's center of gravity also shifts by Z1 in the z-axis direction of the vehicle coordinate system relative to its unloaded state.

[0084] In one example, the vehicle coordinate system could be as follows: Figure 7As shown, the x-axis is the vehicle's front-to-back direction (front direction is positive), the y-axis is the vehicle's left-to-right direction (left direction is positive), and the z-axis is the vehicle's up-and-down direction (up direction is positive). The front-to-back direction corresponds to the vehicle's length, the left-to-right direction corresponds to the vehicle's width, and the up-and-down direction corresponds to the vehicle's height.

[0085] <Example of Suspension Control Method>

[0086] This disclosure provides a suspension control method that can be implemented by a vehicle.

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

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

[0089] Step S1000: Obtain the attitude angle of the vehicle around the first direction and the first center of gravity offset of the vehicle relative to the first center of gravity generated in the first direction when unloaded.

[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 shown.

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

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

[0093] In this embodiment, obtaining the first centroid offset may include the following steps S1100 to S1200:

[0094] Step S1100: Obtain 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 equipped with height sensors that correspond one-to-one with the suspension, and the height sensors can detect the height of each suspension.

[0096] Specifically, a vehicle can determine whether someone is getting on or off using door sensors, vehicle unlock status, seat sensors, etc. The initial suspension height can be obtained from sensor data acquired by the height sensor when no one is in the vehicle (i.e., when the vehicle is unloaded). The current suspension height can be obtained from the latest sensor data acquired by the height sensor during step S1000.

[0097] Furthermore, the current stiffness of the suspension is the same as the stiffness of the suspension when step S1000 is executed. For example... Figure 1 The three-chamber air spring suspension shown can currently have one of the following stiffnesses: K1, K2, K3, and K4.

[0098] Step S1200: Based on the current height, initial height, and current stiffness, obtain the first center of gravity offset.

[0099] In this embodiment, a first mapping data that reflects the mapping relationship between the current height, initial height, current stiffness, and center of gravity offset can be preset; based on the current height, initial height, current stiffness, and the first mapping data, the first center of gravity offset of the vehicle relative to the unloaded state in the first direction is obtained.

[0100] Step S2000: Control the vehicle's suspension based on the attitude angle and the first center of gravity offset.

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

[0102] Furthermore, the vehicle's suspension can be as follows: Figure 1 The air spring suspension shown can also be other types of suspension, which are not limited here.

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

[0104] In one embodiment of this disclosure, controlling the vehicle's suspension based on the attitude angle and the first center of gravity offset may include the following steps S2110 to S2120:

[0105] Step S2110: Determine the target stiffness of the suspension based on the attitude angle and the first center of gravity offset.

[0106] In one embodiment of this disclosure, determining the target stiffness of the suspension based on the attitude angle and the first center of gravity offset may include the following steps S2111 to S2114:

[0107] Step S2111: Obtain the first height difference between the initial center of gravity of the vehicle when it is unloaded and the target rotation center of the vehicle, and the second center of gravity offset of the vehicle relative to the height direction of the vehicle when it is unloaded.

[0108] In the first direction, as Figure 7 In the vehicle coordinate system shown, the x-axis direction represents the vehicle's attitude angle around the first direction, which is the vehicle's roll angle. The offset of the vehicle's center of gravity relative to its unloaded state in the first direction is as follows: Figure 5 In the embodiment of the offset Y1 shown, the target rotation center is the tilt 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 The Δh shown is given.

[0110] In the first direction, as Figure 7 In the vehicle coordinate system shown, the y-axis direction represents the vehicle's pitch angle, and the offset of the vehicle's center of gravity relative to its unloaded state in the first direction is as follows: Figure 6 In the embodiment of 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 The ΔH shown is given.

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

[0113] In one embodiment of this disclosure, the second center of gravity offset of the vehicle's center of gravity relative to its unloaded state in the height direction can 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 vehicle's center of gravity is raised relative to its unloaded state, the second center of gravity offset is a positive number; when the vehicle's center of gravity is lowered relative to its unloaded state, the second center of gravity offset is a negative number.

[0114] Step S2112: Based on the first height difference and the second center of gravity offset, obtain the second height difference between the vehicle's current center of gravity and the vehicle's target rotation center.

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

[0116] In the first direction, as Figure 7 In the vehicle coordinate system shown, the x-axis direction represents the vehicle's attitude angle around the first direction, which is the vehicle's roll angle. The offset of the vehicle's center of gravity relative to its unloaded state in the first direction is as follows: Figure 5 In the embodiment where the target rotation center is the roll center, the offset Y1 shown can be such that the second height difference between the vehicle's current center of gravity and the vehicle's roll center is as follows: Figure 5 The Δh' shown.

[0117] In the first direction, as Figure 7 In the vehicle coordinate system shown, the y-axis direction represents the vehicle's pitch angle, and the offset of the vehicle's center of gravity relative to its unloaded state in the first direction is as follows: Figure 6 In the embodiment where the target rotation center is the pitch center, the offset X1 shown, the second height difference between the vehicle's current center of gravity and the vehicle's pitch center can be as follows: Figure 6 The ΔH' shown is given.

[0118] Step S2113: Based on the first height difference, the second height difference, and the attitude angle, the control parameters are obtained.

[0119] In the first direction, as Figure 7 In the vehicle coordinate system shown, the x-axis direction represents the vehicle's attitude angle around the first direction, which is the vehicle's roll angle. The offset of the vehicle's center of gravity relative to its unloaded state in the first direction is as follows: Figure 5 The offset Y1 shown is given, with the target rotation center being the roll center. The second height difference between the vehicle's current center of gravity and the vehicle's roll center is as follows: Figure 5 In the embodiment shown, Δh' is used to obtain the roll control index based on the first height difference, the second height difference, and the attitude angle. Roll control index = Δh' / Δh * roll angle.

[0120] In the first direction, as Figure 7 In the vehicle coordinate system shown, the y-axis direction represents the vehicle's pitch angle, and the offset of the vehicle's center of gravity relative to its unloaded state in the first direction is as follows: Figure 6 The offset X1 shown, with the target rotation center as the pitch center, and the second height difference between the vehicle's current center of gravity and the vehicle's pitch center can be as follows: Figure 6In the embodiment of ΔH' shown, the control index is obtained as the pitch control index based on the first altitude difference, the second altitude difference, and the attitude angle.

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

[0122] The target pedal can be either the accelerator pedal or the brake pedal.

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

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

[0125] Step S2114: Obtain the target stiffness of the suspension based on the control index and the first center of gravity offset.

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

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

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

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

[0130] In one embodiment of this disclosure, when the signs of the control index and the first center of gravity offset are consistent, the switching boundary between the target stiffness and the current stiffness is smaller than when the signs of the control index and the first center of gravity offset are inconsistent.

[0131] The switching boundary in this embodiment can be as follows: Figure 9 The boundary transition between K4 and K3 is shown as either K4-K3, K3-K2, or K2-K1. When the current stiffness is K4 and the target stiffness is K3, the boundary transition between the target stiffness and the current stiffness is K4-K3; when the current stiffness is K3 and the target stiffness is K2, the boundary transition between the target stiffness and the current stiffness is K3-K2; and when the current stiffness is K2 and the target stiffness is K1, the boundary transition between the target stiffness and the current stiffness is K2-K1.

[0132] Among them, such as Figure 9 Any boundary in the correspondence between the first center of gravity offset, control parameters, and stiffness switching shown can be drawn based on the control parameters and first center of gravity offset in the calibration table shown below. This calibration table can be set based on the riding experience of the calibration personnel.

[0133] Control Indicators a1 a2 a3 a4 a5 a6 a7 First centroid offset Y11 Y12 Y13 Y14 Y15 Y16 Y17

[0134] When the signs of the control index and the first center of gravity offset are consistent, the shift in the vehicle's center of gravity provides assistance to the attitude angle generated by the vehicle around the first direction. To compensate for the effects of gravity offset, stiffness control can intervene earlier, and suspension stiffness control tends to switch the suspension stiffness to a higher stiffness earlier. When the signs of the control index and the first center of gravity offset are inconsistent, the shift in the vehicle's center of gravity provides resistance to the attitude angle generated by the vehicle around the first direction. To compensate for the effects of gravity offset, stiffness control can intervene later, and suspension stiffness control tends to switch the suspension stiffness to a higher stiffness later.

[0135] This embodiment enables asymmetric control of vehicle roll stiffness switching after the vehicle's center of gravity shifts.

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

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

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

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

[0140] Through the embodiments of this disclosure, when the target stiffness obtained from the attitude angle generated by the vehicle about the first direction and the first center of gravity offset generated by the vehicle's center of gravity in the first direction relative to the unloaded state is greater than the current stiffness of the suspension, the stiffness of the suspension can be switched from the current stiffness to the target stiffness to compensate for the influence caused by the shift of the vehicle's center of gravity. This can achieve asymmetric control of the vehicle's roll stiffness switching after the shift of the vehicle's center of gravity.

[0141] In one embodiment of this disclosure, the method may further include: waiting for a set time after controlling the suspension stiffness to switch from the current stiffness to the target stiffness, and then executing steps S2110 to S2120. That is, after adjusting the suspension stiffness, at least a set time is waited before adjusting the suspension stiffness again. This avoids frequently adjusting the suspension stiffness and affecting the user's riding experience.

[0142] In one embodiment of this disclosure, controlling the vehicle's suspension based on the attitude angle and the first center of gravity offset may include the following steps S2210 to S2220:

[0143] Step S2210: Adjust the suspension height adjustment accuracy based on the attitude angle and the first center of gravity offset.

[0144] In this embodiment, the suspension height adjustment accuracy can include lateral height adjustment accuracy and front-rear height adjustment accuracy. The initial accuracy value for lateral height adjustment accuracy can be ±Hr, and the initial accuracy value for front-rear height adjustment accuracy can be ±Ht. The initial accuracy values ​​for lateral height adjustment accuracy and front-rear height adjustment accuracy can be preset according to the application scenario or specific requirements.

[0145] In one embodiment of this disclosure, adjusting the suspension height adjustment accuracy based on the attitude angle and the first center of gravity offset includes the following steps S2211 to S2215:

[0146] Step S2211: Obtain the change in the sprung mass of the vehicle relative to the sprung mass when unloaded.

[0147] In this embodiment, the change in the sprung mass of the vehicle relative to the unloaded state can 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, a second mapping data that reflects the mapping relationship between the current height, initial height, current stiffness, and change in sprung mass can be preset; based on the current height, initial height, current stiffness, and second mapping data, the change in sprung mass of the vehicle relative to the unloaded state is obtained.

[0149] Step S2212: Obtain the first height difference between the initial center of gravity of the vehicle when it is unloaded and the target rotation center of the vehicle, and the second center of gravity offset of the vehicle relative to the second direction of the vehicle when it is unloaded.

[0150] In the first direction, as Figure 7 In the vehicle coordinate system shown, the x-axis direction represents the vehicle's attitude angle around the first direction, which is the vehicle's roll angle. The offset of the vehicle's center of gravity relative to its unloaded state in the first direction is as follows: Figure 5 In the embodiment of the offset Y1 shown, the target rotation center is the tilt 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 The Δh shown is given.

[0152] In the first direction, as Figure 7 In the vehicle coordinate system shown, the y-axis direction represents the vehicle's pitch angle, and the offset of the vehicle's center of gravity relative to its unloaded state in the first direction is as follows: Figure 6 In the embodiment of 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 The Δh shown is given.

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

[0155] In one embodiment of this disclosure, the second center of gravity offset of the vehicle's center of gravity relative to its unloaded state in the height direction can 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 vehicle's center of gravity is raised relative to its unloaded state, the second center of gravity offset is a positive number; when the vehicle's center of gravity is lowered relative to its unloaded state, the second center of gravity offset is a negative number.

[0156] Step S2213: Based on the first height difference and the second center of gravity offset, obtain the second height difference between the vehicle's current center of gravity and the vehicle's target rotation center.

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

[0158] In the first direction, as Figure 7 In the vehicle coordinate system shown, the x-axis direction represents the vehicle's attitude angle around the first direction, which is the vehicle's roll angle. The offset of the vehicle's center of gravity relative to its unloaded state in the first direction is as follows: Figure 5 In the embodiment where the target rotation center is the roll center, the offset Y1 shown can be such that the second height difference between the vehicle's current center of gravity and the vehicle's roll center is as follows: Figure 5 The Δh' shown.

[0159] In the first direction, as Figure 7 In the vehicle coordinate system shown, the y-axis direction represents the vehicle's pitch angle, and the offset of the vehicle's center of gravity relative to its unloaded state in the first direction is as follows: Figure 6 In the embodiment where the target rotation center is the pitch center, the offset X1 shown, the second height difference between the vehicle's current center of gravity and the vehicle's pitch center can be as follows: Figure 6 The ΔH' shown is given.

[0160] Step S2214: Based on the change in sprung mass, 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 target accuracy value of the height adjustment accuracy is obtained.

[0161] In one embodiment of this disclosure, the mass change coefficient may be determined based on the change in sprung mass, the center of gravity offset coefficient may be determined based on the first center of gravity offset, and the target accuracy value of the height adjustment accuracy may 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 change in spring mass and the mass change coefficient can be preset; based on the change in spring mass and the third mapping data, the mass change coefficient corresponding to the change in spring mass is obtained and used as the mass change coefficient.

[0163] The third mapping data can be a third mapping function, a third lookup table, etc., and is not limited here.

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

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

[0166] In this embodiment, a fourth mapping data reflecting the mapping relationship between the first center of gravity offset and the center of gravity offset coefficient can be preset; 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 and used as the center of gravity offset coefficient.

[0167] The fourth mapping data can be a fourth mapping function, a fourth lookup table, etc., and is not limited here.

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

[0169] For the fourth lookup table, the centroid offset coefficient corresponding to the first centroid offset can be found in the fourth lookup table. If the first centroid offset cannot be found directly in the fourth lookup table, the two values ​​adjacent to the first centroid offset can be found, and the centroid offset coefficient corresponding to the first centroid offset can be obtained by interpolation based on these two values ​​and the centroid offset coefficients corresponding to these two values.

[0170] In one embodiment of this disclosure, the method may further include: acquiring vehicle driving data; determining whether the vehicle is stationary or driving on a smooth road surface based on the driving data; increasing the height adjustment accuracy when the vehicle is driving on a smooth road surface; and decreasing the height adjustment accuracy when the vehicle is stationary.

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

[0172] Furthermore, driving data can be used to determine whether a vehicle is stationary or whether it is traveling on a smooth road surface.

[0173] When the vehicle is traveling on a smooth road surface where height adjustment is permissible, considering the impact of center of gravity shift and sprung mass changes on overall vehicle height adjustment, the height adjustment precision can be appropriately increased to prevent repeated adjustments caused by road surface excitation. Conversely, when the vehicle is stationary, to prevent the height adjustment precision from frequently exceeding the limit during future driving on good road surfaces, the height adjustment precision can be appropriately decreased.

[0174] When the vehicle is traveling on a smooth road, the accuracy of the fore-aft height adjustment can be determined using the following formula:

[0175] Ht'=Ht×c×△H' / △H×d

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

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

[0178] Hr'=Hr×c×△h' / △h×d

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

[0180] With the vehicle stationary, the accuracy of the fore-aft height adjustment can be determined using the following formula:

[0181] Ht”=Ht×1 / c×△H / △H’×1 / d

[0182] Where Ht” is the target accuracy value of the front and rear height adjustment when the vehicle is stationary, Ht is the initial accuracy value of the front and rear height adjustment, 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 of the vehicle and the pitch center when the vehicle is unloaded, and d is the mass change coefficient.

[0183] With the vehicle stationary, the accuracy of the left and right height adjustment can be determined using the following formula:

[0184] Hr”=Hr×1 / c×△h’ / △h×1 / d

[0185] Wherein, Hr” is the target accuracy value of the left and right height adjustment when the vehicle is stationary, Hr is the initial accuracy value of the left and right height adjustment, c is the center of gravity offset coefficient, Δh' is the second height difference between the current center of gravity of the vehicle and the tilt center of the vehicle, Δh is the first height difference between the initial center of gravity and the tilt center of the vehicle when it is unloaded, and d is the mass change coefficient.

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

[0187] Step S2215: Adjust the suspension height adjustment accuracy to the target accuracy value.

[0188] Step S2220: Control the height of the suspension according to the height adjustment precision of the suspension.

[0189] In embodiments where height adjustment accuracy includes front and rear height adjustment accuracy, the suspension height need not be adjusted if 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; and the suspension height is adjusted if 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.

[0190] In embodiments where height adjustment accuracy includes left and right height adjustment accuracy, the suspension height need not be adjusted if 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; and the suspension height is adjusted if 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.

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

[0192] <Suspension Control Device Example>

[0193] This embodiment provides a suspension control device.

[0194] like Figure 10 As shown, the suspension control device 9000 may include a processor 9100 and a memory 9200. The memory 9200 is used to store computer programs, and the processor 9100 is used to execute the methods of any embodiment of this disclosure under the control of the computer programs.

[0195] The processor 9100, as the main component of the vehicle's Electronic Control Unit (ECU), is used to execute computer programs, which can be written using instruction sets based on architectures such as x37, Arm, RISC, MIPS, and SSE.

[0196] The memory 9200 includes, for example, ROM (Read-Only Memory), RAM (Random Access Memory), and non-volatile memory such as a hard disk, for storing the above computer programs, etc.

[0197] <Vehicle Example>

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

[0199] The vehicle in this embodiment can be a vehicle equipped with a power battery, specifically 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, and a power battery, 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 via a clutch, and the output end of the reducer is connected to the tire axle, so that the engine can drive the tire to rotate.

[0202] The motor controller is used to control the motor's operation according to the control instructions sent by the processor 9100. For example, it controls the motor's output torque to drive the tire axle to rotate; or it controls the motor to feed electrical energy back to the power battery.

[0203] The sensing device may include various sensors, such as at least one of a speed sensor, attitude sensor, temperature sensor, humidity sensor, pressure sensor, etc.

[0204] Input devices may include button circuits, touch screens, microphones, knob circuits, throttle control devices with accelerator pedals, brake control devices with brake pedals, and so on.

[0205] Interface devices may include headphone jacks, diagnostic interfaces for on-board diagnostics (OBD) systems, charging interfaces, USB interfaces, etc.

[0206] Output devices may include displays, 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] <Example of a readable storage medium>

[0209] This embodiment provides a computer-readable storage medium storing a computer program that, when executed by a processor, performs the methods described in any of the method embodiments of this disclosure.

[0210] This invention can be a system, method, and / or computer program product. A computer program product may include a computer-readable storage medium having computer-readable program instructions loaded thereon for causing a processor to implement various aspects of the invention.

[0211] Computer-readable storage media can be tangible devices capable of holding and storing instructions for use by an instruction execution device. Computer-readable storage media can be, for example—but not limited to—electrical storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable compact disc read-only memory (CD-ROM), digital multifunction disc (DVD), memory sticks, floppy disks, mechanical encoding devices, such as punch cards or recessed protrusions storing instructions thereon, and any suitable combination thereof. The computer-readable storage media used herein are not to be construed as transient signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

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

[0213] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent 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 the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving 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., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions. This electronic circuitry can execute the computer-readable program instructions to implement various aspects of the invention.

[0214] Various aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, 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 apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of 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 to cause a series of operational steps to be 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 perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0217] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions. It will be known to those skilled in the art that implementation in hardware, implementation in software, and implementation using a combination of software and hardware are equivalent.

[0218] The various embodiments of the present invention have been described above. These descriptions are exemplary and not exhaustive, and are not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or technical improvements to the embodiments in the market, or to enable others skilled in the art to understand the embodiments disclosed herein. The scope of the invention is defined by the appended claims.

Claims

1. A suspension control method, characterized in that, include: The attitude angle of the vehicle around the first direction and the first center of gravity offset of the vehicle relative to the unloaded state in the first direction are obtained. The vehicle's suspension is controlled based on the attitude angle and the first center of gravity offset. The step of controlling the vehicle's suspension based on the attitude angle and the first center of gravity offset includes: The target stiffness of the suspension is determined based on the attitude angle and the first center of gravity offset. If 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.

2. The method according to claim 1, characterized in that, Determining the target stiffness of the suspension based on the attitude angle and the first center of gravity offset includes: The first height difference between the initial center of gravity of the vehicle when it is unloaded and the target rotation center of the vehicle, and the second center of gravity offset of the vehicle relative to the height direction of the vehicle when it is unloaded are obtained. Based on the first height difference and the second center of gravity offset, the second height difference between the current center of gravity of the vehicle and the target rotation center is obtained; Based on the first height difference, the second height difference, and the attitude angle, the control parameters are obtained; The target stiffness of the suspension is obtained based on the control index and the first center of gravity offset.

3. The method according to claim 2, characterized in that, When the signs of the control index and the first center of gravity offset are consistent, 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 signs of the control index and the first center of gravity offset are inconsistent.

4. The method according to claim 2, characterized in that, The step of obtaining the second height difference between the vehicle's current center of gravity and the target rotation center based on the first height difference and the second center of gravity offset includes: The sum of the first height difference and the second center of gravity offset is determined as the second height difference.

5. The method according to claim 2, characterized in that, The first direction is parallel to the length direction of the vehicle, and the attitude angle is the roll angle; The process of obtaining control parameters based on the first height difference, the second height difference, and the attitude angle includes: Determine the 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.

6. The method according to claim 2, 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 percentage of the opening of the target pedal of the vehicle is obtained, and the control index is obtained based on the percentage of the opening, wherein the target pedal is the accelerator pedal or the brake pedal.

7. The method according to claim 6, characterized in that, The control index is also obtained based on the opening percentage, including: Determine the ratio of the second height difference to the first height difference; The product of the ratio, the opening percentage, the pitch angle, and the set sign is determined as the control index; Wherein, the setting symbol is a positive sign when the target pedal is the accelerator pedal, and a negative sign when the target pedal is the brake pedal.

8. The method according to claim 2, characterized in that, The step of obtaining the target stiffness of the suspension based on the control index and the first center of gravity offset includes: Obtain mapping data representing the mapping relationship between control parameters, first center of gravity offset, and suspension stiffness; Based on the control index, the first center of gravity offset, and the mapping data, the suspension stiffness corresponding to the control index and the first center of gravity offset is obtained, and is used as the target stiffness.

9. The method according to claim 1, characterized in that, The method further includes: When the stiffness of the suspension is adjusted from the current stiffness to the target stiffness, a set time is waited before the step of controlling the suspension based on the attitude angle and the first center of gravity offset is executed.

10. The method according to claim 1, characterized in that, The step of controlling the suspension based on the attitude angle and the first center of gravity offset further includes: Adjust the height adjustment accuracy of the suspension based on the attitude angle and the first center of gravity offset; The height of the suspension is controlled according to the height adjustment precision of the suspension.

11. The method according to claim 10, characterized in that, The method further includes: Obtain the vehicle's driving data; Based on the driving data, when the vehicle is traveling on a smooth road surface, the height adjustment accuracy is increased; Based on the driving data, when the vehicle is stationary, the height adjustment precision is reduced.

12. The method according to claim 11, characterized in that, The step of adjusting the suspension height adjustment accuracy based on the attitude angle and the first center of gravity offset includes: Obtain the change in the sprung mass of the vehicle relative to its unloaded state; The first height difference between the initial center of gravity of the vehicle when it is unloaded and the target rotation center of the vehicle, and the second center of gravity offset of the vehicle relative to the second direction of the vehicle when it is unloaded are obtained. Based on the first height difference and the second center of gravity offset, the second height difference between the current center of gravity of the vehicle and the target rotation center of the vehicle is obtained; The target accuracy value of the height adjustment is obtained based on the change in sprung mass, 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. Adjust the height adjustment accuracy of the suspension to the target accuracy value.

13. The method according to claim 1, characterized in that, Obtaining the first centroid offset includes: Obtain 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 based on the current height, the initial height, and the current stiffness.

14. A suspension control device, characterized in that, It includes a processor and a memory, the memory being used to store a computer program, and the processor being used, under the control of the computer program, to execute the method as described in any one of claims 1 to 13.

15. A vehicle, characterized in that, Includes the suspension control device according to claim 14.

16. A computer-readable storage medium having a computer program stored thereon, the computer program implementing the method as described in any one of claims 1 to 13 when executed by a processor.

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