Suspension control method, vehicle controller, vehicle and storage medium

Abstract

The invention provides a suspension control method, a vehicle controller, a vehicle and a storage medium, and relates to the technical field of vehicles. The suspension control method comprises the steps that in response to received suspension height control information, first target heights, corresponding to the suspension height control information, of a plurality of suspensions of a vehicle are obtained; under the condition that the current road condition of the vehicle is the cross-axis road condition, second target heights of the multiple suspensions are determined according to the first target heights of the multiple suspensions and the current heights of the multiple suspensions; and performing height control on the suspensions according to the second target height of each suspension. In this way, the second target height determined according to the first target heights of the multiple suspensions and the current heights of the multiple suspensions can adapt to the current road condition, and the safety and flexibility of vehicle suspension control are improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and more specifically, to a suspension control method, a vehicle controller, a vehicle, and a storage medium. Background Art

[0002] With the development of vehicle control technology, a suspension is set between the wheels and the body of the vehicle. Through the suspension lifting control, the height of the vehicle chassis can be raised or lowered, thereby enhancing the vehicle's passability, which has a high practical value.

[0003] In the related art, the suspension can be raised or lowered according to the target height level. However, if the road surface is uneven, simply raising or lowering the suspension will cause the vehicle body to tilt to a greater degree, thus affecting the safety of the vehicle. Summary of the invention

[0004] One object of the present disclosure is to provide a new technical solution for suspension control.

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

[0006] In response to receiving the suspension height control information, obtaining first target heights of a plurality of suspensions of the vehicle corresponding to the suspension height control information;

[0007] When the current road condition of the vehicle is a cross-axle road condition, determining second target heights of the plurality of suspensions according to the first target heights of the plurality of suspensions and the current heights of the plurality of suspensions;

[0008] The height of each of the suspensions is controlled according to the second target height of each of the suspensions.

[0009] Optionally, determining the second target heights of the plurality of suspensions according to the first target heights of the plurality of suspensions and the current heights of the plurality of suspensions comprises:

[0010] For each of the suspensions, taking the difference between the first target height and the current height of the suspension as the first adjustment amount of the suspension;

[0011] Determining a second adjustment amount of each suspension according to the first adjustment amounts of the plurality of suspensions;

[0012] For each of the suspensions, a second target height of the suspension is determined according to the second adjustment amount of the suspension and the current height of the suspension.

[0013] Optionally, determining the second adjustment amount of each suspension according to the first adjustment amounts of the plurality of suspensions comprises:

[0014] A first adjustment amount corresponding to a first target suspension among the multiple suspensions is used as a second adjustment amount of each suspension among the multiple suspensions; wherein the first target suspension is a suspension having a smallest absolute value of the first adjustment amount among the multiple suspensions.

[0015] Optionally, the method further comprises:

[0016] If there is a suspension among the multiple suspensions whose absolute value of the first adjustment amount is less than or equal to a preset adjustment threshold, the multiple suspensions do not perform height adjustment.

[0017] Optionally, the method further comprises:

[0018] If there are two suspensions among the plurality of suspensions whose first adjustment amounts are respectively positive and negative, then the plurality of suspensions do not perform height adjustment.

[0019] Optionally, determining the second adjustment amount of each suspension according to the first adjustment amounts of the plurality of suspensions comprises:

[0020] Grouping the plurality of suspensions to obtain at least two suspension sets, wherein each suspension set includes at least two suspensions;

[0021] A second adjustment amount of each suspension in the plurality of suspensions is determined according to the first adjustment amount of each suspension in the suspension set.

[0022] Optionally,

[0023] The at least two suspension sets include a front axle suspension set and a rear axle suspension set, the front axle suspension set includes at least two suspensions corresponding to the front axle of the vehicle, and the rear axle suspension set includes at least two suspensions corresponding to the rear axle of the vehicle; or,

[0024] The at least two suspension sets include a left suspension set and a right suspension set, the left suspension set includes at least two suspensions located on the left side of the vehicle, and the right suspension set includes at least two suspensions located on the right side of the vehicle.

[0025] Optionally, determining the second adjustment amount of each suspension in the plurality of suspensions according to the first adjustment amount of each suspension in the suspension set includes:

[0026] The first adjustment amount corresponding to the second target suspension in the suspension set is used as the second adjustment amount of each suspension in the suspension set; wherein the second target suspension is the suspension with the smallest absolute value of the first adjustment amount among the suspensions in the suspension set.

[0027] Optionally, the method further comprises at least one of the following:

[0028] If there is a suspension in the suspension set whose absolute value of the first adjustment amount is less than or equal to the preset adjustment threshold, no height adjustment is performed on each suspension in the suspension set;

[0029] In the at least two suspension sets, if there are two suspensions in any one suspension set whose first adjustment amounts are respectively positive and negative, then the height of the multiple suspensions is not adjusted.

[0030] According to a second aspect of the present application, a vehicle controller is provided, comprising a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute a method as described in any one of the first aspects.

[0031] According to a third aspect of the present application, a vehicle is provided, comprising the vehicle controller as described in the second aspect.

[0032] According to a fourth aspect of the present application, 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 according to any one of the first aspects is implemented.

[0033] The present disclosure provides a suspension control method, the method comprising: in response to receiving suspension height control information, obtaining a first target height of multiple suspensions of a vehicle corresponding to the suspension height control information; when the current road condition of the vehicle is a cross-axle road condition, determining a second target height of multiple suspensions according to the first target heights of multiple suspensions and the current heights of multiple suspensions; and performing height control on the suspension according to the second target height of each suspension. In this way, the second target height determined according to the first target heights of multiple suspensions and the current heights of multiple suspensions can adapt to the current road condition, thereby improving the safety and flexibility of vehicle suspension control.

[0034] Other features and advantages of the present disclosure will become apparent from the following detailed description of exemplary embodiments of the present disclosure with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0036] Figure 1 It is a structural schematic diagram of a suspension system provided in an embodiment of the present disclosure.

[0037] Figure 2 It is a flow chart of a suspension control method provided by an embodiment of the present disclosure.

[0038] Figure 3 is based on Figure 2 The illustrated embodiment shows a flow chart of step S220.

[0039] Figure 4 It is a schematic diagram of a minimum lifting amount strategy provided by an embodiment of the present disclosure.

[0040] Figure 5 It is a schematic diagram of a low lift amount suppression lift strategy provided by an embodiment of the present disclosure.

[0041] Figure 6 It is a schematic diagram of a highly over-gear prohibition lifting and lowering strategy provided by an embodiment of the present disclosure.

[0042] Figure 7 It is a flow chart of a suspension control method provided by an embodiment of the present disclosure.

[0043] Figure 8 It is a structural schematic diagram of a vehicle controller provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0044] Various exemplary embodiments of the present disclosure 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 disclosure unless otherwise specifically stated.

[0045] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0046] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered as part of the specification.

[0047] 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.

[0048] 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.

[0049] First, the application scenario of the present disclosure is described. The embodiments of the present disclosure can be applied to the vehicle suspension control scenario.

[0050] In an optional implementation, the vehicle may be provided with a suspension system, which may include a suspension connected between each wheel and the vehicle body, and a suspension control unit for controlling each suspension.

[0051] Figure 1 Schematic diagram of a suspension system provided by an embodiment of the present disclosure. Figure 1 As shown, the suspension system 100 may include a suspension 110 and a suspension control unit 120. Optionally, the suspension system may include multiple suspensions 110 and one suspension control unit 120. For example, each of the four wheels of the vehicle is connected to the vehicle body with a suspension 110, and a suspension control unit 120 may be connected to each suspension 110 to control the height of each suspension.

[0052] In some embodiments, each suspension 110 may include a shock absorber 111 and a height sensor 112 .

[0053] The shock absorber 111 is also called a shock absorber or a shock absorber, which can control the up and down swing of the vehicle body and improve the stability and ride comfort of the vehicle. The shock absorber can include hydraulic or pneumatic elements to resist and slow down the movement of the elastic device through the flow of liquid or gas in a closed pipe. When the elastic device is compressed or extended due to uneven road surface, the liquid or gas inside the shock absorber will generate resistance, thereby suppressing excessive vibration of the elastic device. Optionally, the suspension can be an active suspension, which actively adjusts the suspension height through active force control based on the instructions of the suspension control unit.

[0054] The shock absorber can have three properties: stiffness K, damping C and active force f, where: stiffness K refers to the ability of the shock absorber to resist deformation when compressed or stretched. In the suspension system, stiffness determines the degree of response of the shock absorber to uneven road conditions. Damping C refers to the ability of the shock absorber to consume energy during movement, which slows down the extension and contraction speed of the shock absorber through the internal damping medium (such as liquid or gas). The magnitude of the damping force directly affects the stability and ride comfort of the vehicle during driving. The active force f refers to the force that the shock absorber can actively apply to the suspension system. The active force can be dynamically adjusted by the suspension control unit 120, and the suspension height can be adjusted based on the active force.

[0055] The suspension height can represent the relative distance between the vehicle chassis and the ground. For example, when the vehicle is on a flat road and the above-mentioned active force is not applied, the suspension height is only affected by the weight of the vehicle body. Therefore, the entire vehicle is in a force balance state, the gravity and the shock absorber support force are equal, and the suspension height at this time can be calibrated as an initial value (such as 0). A suspension height lower than the initial value can be expressed as a negative value, and a suspension height higher than the initial value can be expressed as a positive value.

[0056] The height sensor 112 can detect the height information of the suspension (such as the current height or the height change, etc.), and transmit the height information to the suspension control unit.

[0057] In some embodiments, the height sensor can determine the height information of the suspension according to the angle between the sensor and the vehicle body. In some embodiments, the height sensor can output the angle value between the sensor and the vehicle body, and the height value corresponding to the angle value can be obtained through the height calibration function. For example, the height value can be calculated by the following formula (1):

[0058]

[0059] Among them, H FL , H FR , H RL , H RR are the height values ​​corresponding to the four suspensions, that is, H FL Indicates the current height of the left front suspension, H FR Indicates the current height of the right front suspension, H RL Indicates the current height of the left rear suspension, H RR represents the current height of the right rear suspension, θ FL ,θ FR ,θ RL ,θ RR are the angle values ​​output by the height sensors corresponding to the four suspensions, f FL 、f FR 、f RL 、f RR They are height calibration functions corresponding to the four suspensions respectively. The height calibration function may be a function or a corresponding relationship pre-calibrated according to the vehicle model.

[0060] In some embodiments, the height information of the suspension detected by the height sensor may have positive and negative values. When the vehicle is on a flat road and the active force applied to the suspension is zero, the suspension height is only affected by the weight of the vehicle body. The suspension height at this time can be used as the initial height, that is, the suspension height is 0. If the suspension rises, the height is a positive value, and if the suspension falls, the height is a negative value.

[0061] Through the above suspension system, the height of the vehicle body can be raised or lowered, thereby enhancing the vehicle's passability.

[0062] In an optional implementation, the suspension control unit may control the suspension to rise or fall according to the target height gear, that is, control the suspension to rise or fall to a target height corresponding to the target height gear.

[0063] For example, the active suspension system can change the height of the suspension by the lifting force, so that the suspension rises or falls to the target height corresponding to the target height gear. On a flat road, when there is no lifting force, the height is only affected by the weight of the vehicle body. Therefore, the entire vehicle is in a state of force balance, and the gravity and shock absorber support force are equal. However, when the vehicle body is on an uneven road surface, such as a cross-axle road condition, the weight of the vehicle body borne by the four shock absorbers is redistributed, and the height of the four suspensions will change accordingly. Therefore, the current height of the four suspensions can determine the unevenness of the road surface.

[0064] For example, the road roughness can be calculated according to the following formula (2):

[0065] NF=|(H FL +H RR )-(H FR +H RL )| (2)

[0066] Among them, H FL Indicates the current height of the left front suspension, H FR Indicates the current height of the right front suspension, H RL Indicates the current height of the left rear suspension, H RR represents the current height of the right rear suspension, and NF represents the road surface roughness, which can also be called the absolute value of the cross axis size. Optionally, the current heights of the four suspensions can all be height values ​​detected by the height sensors of the respective suspensions.

[0067] Based on the above formula (2), it can be known that the road roughness can be used to characterize the difference between the sum of the heights of two diagonal suspension groups among the four suspension heights of the vehicle, that is, the absolute value of the difference between the sum of the heights of the left front suspension plus the right rear suspension and the sum of the heights of the right front suspension plus the left rear suspension.

[0068] In an optional implementation, the road surface roughness may be calculated based on the current heights of the multiple suspensions, and the current road condition of the vehicle may be determined based on the road surface roughness, for example, whether it is a cross-axle road condition.

[0069] For example, if the calculated road roughness is greater than or equal to a road roughness threshold, it can be determined that the current road condition is a cross-axle road condition, and the road roughness threshold can be a preset value.

[0070] The greater the roughness of the road surface, the larger the cross-axle of the vehicle. Under cross-axle road conditions, simply raising or lowering the suspension according to the target height gear will cause the body to tilt to a greater degree, affecting the safety of the vehicle.

[0071] Figure 2 is a flow chart of a suspension control method provided by an embodiment of the present disclosure. The suspension control method can be Figure 1 The suspension control unit shown, or the vehicle controller of the vehicle to which the suspension system belongs, or an electronic device such as a remote server connected to the vehicle is executed. Figure 2 As shown, the suspension control method of this embodiment may include the following steps S210 to S230.

[0072] Step S210, in response to receiving the suspension height control information, obtaining first target heights of multiple suspensions of the vehicle corresponding to the suspension height control information.

[0073] In some embodiments, the suspension height control information may be used to indicate target heights of multiple suspensions of the vehicle. For example, the suspension height control information may be a suspension height gear, and different suspension height gears correspond to different target heights, through which the first target heights of multiple suspensions may be obtained.

[0074] The first target heights of different suspensions may be the same or different.

[0075] Optionally, the first target heights of the plurality of suspensions corresponding to different suspension height control information (eg suspension height gears) may be a preset corresponding relationship.

[0076] For example, a suspension is set on each of the four wheels of the vehicle, and the suspension height gears of the vehicle may include four gears, namely H gear, M1 gear, M2 gear and L gear, wherein the heights of the four suspensions corresponding to the H gear are all 80 mm; the heights of the four suspensions corresponding to the M1 gear are all 40 mm; the heights of the two suspensions on the front axle corresponding to the M2 gear are 50 mm, and the heights of the two suspensions on the rear axle are 30 mm; the heights of the four suspensions corresponding to the L gear are all 10 mm.

[0077] In this way, according to the preset corresponding relationship, the first target heights of the multiple suspensions of the vehicle corresponding to the suspension height control information can be obtained.

[0078] In some embodiments, the suspension height control information may be control information triggered by a user (eg, a vehicle driver) controlling the vehicle, so that the suspension control method may be implemented when the user manually adjusts the suspension height.

[0079] In other embodiments, the suspension height control information may be control information automatically triggered by the vehicle according to road condition information. For example, in an automatic driving or assisted driving scenario, the vehicle controller or remote server may obtain road condition information and send the suspension height control information according to the road condition information. In this way, the suspension control method may be implemented in an automatic driving or assisted driving scenario.

[0080] In an optional embodiment, the current road condition of the vehicle can be determined based on the current heights of the multiple suspensions. For example, the road surface roughness can be calculated based on the current heights of the multiple suspensions, and the current road condition of the vehicle can be determined based on the road surface roughness, for example, whether the current road condition is a cross-axle road condition. The calculation method of the road surface roughness can refer to formula (2) in the aforementioned embodiment of the present disclosure, which will not be repeated here.

[0081] In some embodiments of the present disclosure, the current road condition of the vehicle may be acquired, and it may be determined whether to perform height control on the suspension according to the first target height of each suspension, or whether to execute the following steps S220 and S230.

[0082] In an optional embodiment, the current road condition of the vehicle can be determined based on the current heights of multiple suspensions. For example, the road surface roughness can be calculated based on the current heights of multiple suspensions, and the current road condition of the vehicle can be determined based on the road surface roughness, for example, whether the current road condition is a cross-axle road condition. For example, if the road surface roughness is greater than or equal to a road condition roughness threshold, it can be determined that the current road condition is a cross-axle road condition, and the road condition roughness threshold can be a pre-set value. The calculation method of the road surface roughness can refer to formula (2) in the aforementioned embodiment of the present disclosure, which will not be repeated here.

[0083] In an optional implementation, when the current road condition of the vehicle is the target road condition, steps S220 and S230 are performed, that is, second target heights of multiple suspensions are determined according to the first target height and the current height, and the height of the suspension is controlled according to the second target height of each suspension. The target road condition may include a cross-axle road condition, that is, a road condition in which the road surface roughness is greater than or equal to a road condition roughness threshold.

[0084] In another optional embodiment, when the current road condition of the vehicle is not the target road condition, steps S220 and S230 may not be performed, and the height of the suspension may be controlled according to the first target height of each suspension. For example, the suspension may be lifted and lowered to adjust the height of the suspension to the first target height. For another example, if the absolute value of the difference between the current height of the suspension and the first target height (i.e., the first adjustment amount) is less than or equal to a preset adjustment threshold, the current height of the suspension may be maintained. For another example, if the absolute value of the difference between the current height of the suspension and the first target height (i.e., the first adjustment amount) is greater than the preset adjustment threshold, the suspension may be lifted and lowered to adjust the height of the suspension to the first target height.

[0085] In another optional implementation, the height of the suspension may be controlled directly according to the first target height of each suspension without considering the current road condition.

[0086] In yet another optional implementation, steps S220 and S230 may be directly executed without considering the current road conditions.

[0087] Step S220 , determining second target heights of the plurality of suspensions according to the first target heights of the plurality of suspensions and the current heights of the plurality of suspensions.

[0088] The second target height of any suspension may be the same as or different from the first target height of the suspension.

[0089] In some embodiments, the second target height of at least one of the multiple suspensions of the vehicle is different from the first target height of the suspension. For example, taking four suspensions as an example, the heights of the four suspensions are all 80 mm, and the second target heights of the four suspensions determined in step S220 may not be completely the same, for example, the second target heights of three suspensions may still be 80 mm, and the second target height of another suspension may be 50 mm.

[0090] In some embodiments, the first target height may be a target height corresponding to the suspension height control information determined according to a preset correspondence relationship. The second target height may be a target height re-determined based on the first target height in combination with the current heights of the plurality of suspensions.

[0091] In some embodiments, when the current road condition of the vehicle is a cross-axle road condition, the second target heights of the multiple suspensions may be determined according to the first target heights of the multiple suspensions and the current heights of the multiple suspensions.

[0092] For example, the current heights of multiple suspensions may indicate the current road condition of the vehicle (e.g., road roughness), and whether the second target height is the same as the first target height may be determined based on the current road condition. For example, if the current road condition is not the target road condition (e.g., cross-axle road condition), the second target height of each suspension may be equal to the first target height of the suspension; for another example, if the current road condition is the target road condition, the first target height may be adjusted to obtain a new second target height. Optionally, under the target road condition, the second target height of at least one suspension among the multiple suspensions is different from the first target height of the suspension.

[0093] Step S230: Controlling the height of each suspension according to the second target height of each suspension.

[0094] In this step, there are many ways to control the height of the suspension according to the second target height: for example, the suspension can be raised and lowered to adjust the height of the suspension to the second target height. For another example, if the absolute value of the difference between the current height of the suspension and the second target height (i.e., the second adjustment amount) is less than or equal to the preset adjustment threshold, the current height of the suspension can be maintained, that is, the height of the suspension is not controlled. At this time, it is equivalent to not executing step S230 and directly ending the process in step S220. For another example, if the absolute value of the difference between the current height of the suspension and the second target height (i.e., the second adjustment amount) is greater than the preset adjustment threshold, the suspension can be raised and lowered to adjust the height of the suspension to the second target height.

[0095] In some embodiments, the height of the suspension can be controlled by a suspension height actuator. For example, the suspension height actuator can receive a second target height, control the lifting and lowering of the suspension according to a certain step length, and control the suspension height to approach the second target height. When the absolute value of the difference between the current height detected by the height sensor of the suspension and the second target height is less than or equal to a preset threshold, the adjustment can be stopped to complete the suspension height control, that is, it is determined that the height of the suspension has been adjusted to the second target height. The preset threshold can be a pre-set threshold, such as 5 mm, 1 mm or 0 mm, and a suitable threshold can be determined according to the accuracy requirements of the suspension height control.

[0096] The above method is adopted, in response to receiving the suspension height control information, obtaining the first target heights of the vehicle's multiple suspensions corresponding to the suspension height control information; when the current road condition of the vehicle is a cross-axle road condition, determining the second target heights of the multiple suspensions according to the first target heights of the multiple suspensions and the current heights of the multiple suspensions; and performing height control on the suspension according to the second target height of each suspension. In this way, the second target height determined according to the first target heights of the multiple suspensions and the current heights of the multiple suspensions can adapt to the current road condition, thereby improving the safety and flexibility of the vehicle suspension control.

[0097] Figure 3 is based on Figure 2 The embodiment shown is a schematic diagram of a process of step S220. Figure 3 As shown, the above step S220 may include the following steps S221 to S223.

[0098] Step S221 : for each suspension, determining a first adjustment amount of the suspension according to the current height of the suspension and the first target height of the suspension.

[0099] The adjustment amount may also be referred to as lifting amount, lifting amount, etc., which is used to indicate the height to which the suspension needs to be adjusted based on the current height.

[0100] For example, for each suspension, the difference between the first target height and the current height of the suspension may be used as the first adjustment amount of the suspension.

[0101] Step S222: determining a second adjustment amount of each suspension according to the first adjustment amounts of the plurality of suspensions.

[0102] Among them, the first adjustment amount can be called a theoretical adjustment amount or a theoretical target adjustment amount, and the second adjustment amount can be called an actual adjustment amount or an actual target adjustment amount.

[0103] In some embodiments, the second adjustment amount of at least one suspension among the plurality of suspensions is different from the first adjustment amount of the suspension.

[0104] In some embodiments, there may be multiple strategies for determining the second adjustment amount of each suspension according to the first adjustment amounts of the plurality of suspensions. For example, at least one of a minimum lifting amount strategy, a low lifting amount inhibition lifting strategy, and a high over-gear prohibition lifting strategy may be used to determine the second adjustment amount.

[0105] In an optional implementation, a minimum lifting amount strategy may be used to determine the second adjustment amount of each suspension in the plurality of suspensions.

[0106] For example, a first adjustment amount corresponding to a first target suspension among multiple suspensions may be used as a second adjustment amount for each of the multiple suspensions; wherein the first target suspension is a suspension having the smallest absolute value of the first adjustment amount among the multiple suspensions.

[0107] In an optional implementation, a low lift amount suppression lift strategy may be used to determine the second adjustment amount of each of the plurality of suspensions.

[0108] For example, if there is a suspension among the multiple suspensions of the vehicle whose absolute value of the first adjustment amount is less than or equal to the preset adjustment threshold, the multiple suspensions may not perform height adjustment. For example, the second adjustment amounts of the multiple suspensions may all be set to the preset adjustment amount; wherein the preset adjustment amount may indicate that the suspension does not perform height adjustment. For example, the preset adjustment amount may be 0 or any preset value, and the preset adjustment amount may indicate that the suspension does not perform height adjustment, that is, keeps the current height unchanged.

[0109] In an optional implementation, a highly over-gear prohibiting lifting and lowering strategy may be used to determine the second adjustment amount of each of the plurality of suspensions.

[0110] For example, if the first adjustment amount of two suspensions among the multiple suspensions of the vehicle is respectively a positive value and a negative value, then the multiple suspensions may not be height-adjusted. For example, the second adjustment amount of each suspension among the multiple suspensions may be set to a preset adjustment amount. The preset adjustment amount may indicate that the suspension does not perform height adjustment. Similarly, the preset adjustment amount may be 0 or any preset value, and the preset adjustment amount may indicate that the suspension does not perform height adjustment, that is, keeps the current height unchanged.

[0111] In an optional embodiment, two or three of the above-mentioned minimum lifting amount strategy, low lifting amount suppression lifting amount strategy, and high over-gear prohibition lifting amount strategy can be executed in parallel, at least one second adjustment amount is determined for each suspension, and the second adjustment amount of the suspension is determined from the at least one second adjustment amount of each suspension through strategy arbitration.

[0112] For example, the second adjustment amount can be determined according to the policy priority, and the second adjustment amount determined according to the policy with the highest priority is preferentially adopted. If the policy with the highest priority does not determine the second adjustment amount, the second adjustment amount determined by the measurement with the second highest priority is adopted, and so on.

[0113] Optionally, the priority of the above three strategies can be: minimum lifting amount strategy < low lifting amount suppression lifting strategy < high over-gear prohibition lifting strategy. That is, if the above three strategies are executed in parallel, the second adjustment amount determined by the high over-gear prohibition lifting strategy is preferentially adopted; if the high over-gear prohibition lifting strategy does not determine the second adjustment amount, the second adjustment amount determined by the low lifting amount suppression lifting strategy is preferentially adopted; if the low lifting amount suppression lifting strategy does not determine the second adjustment amount, the second adjustment amount determined by the minimum lifting amount strategy is adopted.

[0114] In an optional implementation, two or three of the above-mentioned strategies of prohibiting lifting and lowering when the gear is too high, suppressing lifting and lowering when the lifting amount is too low, and the minimum lifting amount strategy can be executed in series in sequence. After any one of them determines the second adjustment amount of each suspension, the subsequent strategies are no longer executed. Optionally, the order of serial execution can be: first execute the prohibiting lifting and lowering strategy when the gear is too high, then execute the suppressing lifting and lowering strategy when the lifting amount is too low, and finally execute the minimum lifting amount strategy.

[0115] In some embodiments, multiple suspensions may be grouped to obtain at least two suspension sets, wherein each suspension set may include at least two suspensions; and a second adjustment amount of each suspension in the multiple suspensions may be determined according to a first adjustment amount of each suspension in the suspension set.

[0116] In an optional embodiment, the at least two suspension sets mentioned above may include a front axle suspension set and a rear axle suspension set, wherein the front axle suspension set includes at least two suspensions corresponding to the front axle of the vehicle, and the rear axle suspension set includes at least two suspensions corresponding to the rear axle of the vehicle.

[0117] In another optional embodiment, the at least two suspension sets may include a left suspension set and a right suspension set, wherein the left suspension set includes at least two suspensions located on the left side of the vehicle, and the right suspension set includes at least two suspensions located on the right side of the vehicle.

[0118] In this embodiment, there may be multiple strategies for determining the second adjustment amount of each suspension in the plurality of suspensions according to the first adjustment amount of each suspension in the suspension set. For example, at least one of a minimum lifting amount strategy, a low lifting amount suppression lifting strategy, and a high over-gear prohibition lifting strategy may be used to determine the second adjustment amount.

[0119] In an optional implementation, a minimum lifting amount strategy may be used to determine the second adjustment amount of each suspension in the plurality of suspensions.

[0120] For example, for each suspension set, the first adjustment amount corresponding to the second target suspension in the suspension set is used as the second adjustment amount of each suspension in the suspension set; wherein the second target suspension is the suspension with the smallest absolute value of the first adjustment amount among the suspensions in the suspension set.

[0121] Optionally, the first adjustment amount with the smallest absolute value may be determined according to the distribution of the first adjustment amounts of each suspension in the suspension set; and the first adjustment amount with the smallest absolute value may be determined as the second adjustment amount of each suspension in the suspension set.

[0122] Figure 4 Schematic diagram of a minimum lifting amount strategy provided by an embodiment of the present disclosure. Figure 4 Among the three line segments shown, line segment 401 represents the body position before the suspension height is adjusted, line segment 402 represents the body position directly adjusted according to the first target height, and line segment 403 represents the body position after the second target height is determined based on the minimum lifting amount strategy and adjusted according to the second target height.

[0123] When the vehicle is on an uneven road surface (for example, a cross-axle road condition), the position of the vehicle body is as shown by line segment 401. The position of the vehicle body is deformed due to the influence of the current road condition. For example, the suspensions corresponding to the two wheels FL and FR on the left and right sides of the front axle are used as examples. The two suspensions corresponding to FL and FR have different heights. For example, the initial height of the suspension when the vehicle is on a flat road is taken as 0. At this time, the current height of the FL suspension is X1 (for example, -20 mm), that is, the difference from the initial height is X1. A negative value of X1 indicates that the current height of the suspension is lower than the initial height. The current height of the FR suspension is X2 (for example, 10 mm), that is, the difference from the initial height is X2. A positive value of X2 indicates that the current height of the suspension is higher than the initial height.

[0124] Assume that the first target height X3 of the FL suspension and the first target height X4 of the FR suspension are obtained according to the suspension height control information (eg, the suspension height gear), optionally, X3 and X4 may be equal, for example, both are 80 mm.

[0125] In some embodiments, the suspension height can be adjusted directly based on the first target height. The adjusted vehicle body position is shown by line segment 402. It can be seen that the inclination of the vehicle will be aggravated at this time, and the increase in inclination will cause problems such as system overpressure, affecting the safety of the vehicle.

[0126] In other embodiments, the above-mentioned minimum lifting amount strategy is adopted to determine the second target heights of the multiple suspensions according to the first target heights of the multiple suspensions and the current heights of the multiple suspensions. Specifically, the suspensions corresponding to FL and FR can be regarded as a suspension set, and the first adjustment amount of each of the two suspensions can be calculated, that is, the difference between the first target height and the current height of each suspension is used as the first adjustment amount, such as Figure 4 The first adjustment amount of the FL suspension is the difference between its first target height X3 and the current height X1. For example, if X3 is 80 mm and X1 is -20 mm, then the first adjustment amount of the FL suspension is X3-X1=100 mm. The first adjustment amount of the FR suspension is the difference between its first target height X4 and the current height X2. For example, if X3 is 80 and X2 is 10, then the first adjustment amount of the FR suspension is X4-X2=70 mm. Based on the minimum lifting amount strategy, since the first adjustment amount of the FR suspension is the smallest, the second adjustment amounts of the FL suspension and the FR suspension can be set to the first adjustment amount X4-X2 of the RF suspension (for example, 70 mm), thereby obtaining the second target height X5 of the FL suspension=X1+(X4-X2) (for example, 50 mm), and the second target height X6 of the FR suspension is the same as the first target height X4 (for example, both are 80 mm). The suspension height is adjusted based on the second target height, and the position of the vehicle body after adjustment is shown as line segment 403. At this time, the inclination of the vehicle body remains unchanged, which reduces the risk of system overpressure and improves the safety of the vehicle.

[0127] In an optional implementation, a low lift amount suppression lift strategy may be used to determine the second adjustment amount of each of the plurality of suspensions.

[0128] For example, for each suspension set, if there is a suspension in the suspension set whose absolute value of the first adjustment amount is less than or equal to the preset adjustment threshold, each suspension in the suspension set may not perform height adjustment. For example, the second adjustment amount of each suspension in the suspension set may be set to a preset adjustment amount; wherein the preset adjustment amount may indicate that the suspension does not perform height adjustment. For example, the preset adjustment amount may be 0 or any preset value, and the preset adjustment amount may indicate that the suspension does not perform height adjustment, that is, keeps the current height unchanged.

[0129] Optionally, based on the distribution of the first adjustment amounts of each suspension in the suspension set, it can be determined whether there is a first adjustment amount whose absolute value is less than or equal to a preset adjustment threshold; if there is a first adjustment amount whose absolute value is less than or equal to the preset adjustment threshold, the second adjustment amount of each suspension in the suspension set can be set to the preset adjustment amount.

[0130] Figure 5 Schematic diagram of a low lift amount suppression lift strategy provided by an embodiment of the present disclosure. Figure 5 Of the two line segments shown, line segment 501 represents the vehicle body position before the suspension height is adjusted, and line segment 503 represents the vehicle body position after the second target height is determined based on the low lift suppression strategy and adjusted according to the second target height.

[0131] When the vehicle is on an uneven road surface (such as a cross-axle road condition), taking the front and rear axles as an example, when the first adjustment amount of the front suspension F is large (such as 25 mm) and the first adjustment amount of the rear suspension R is small (such as 8 mm), since the adjustment amount of the rear suspension R is very small, the system switches the leveling valve for height adjustment in a very short time, which will affect the comfort of the passengers and cause a sense of frustration. The low lifting amount is used to suppress the lifting and lowering strategy. In this case, the rear suspension R is set to a suppressed adjustment state, that is, the second adjustment amount of the rear suspension R is set to a preset adjustment amount (such as 0). In this way, the rear suspension R is adjusted by default and no further adjustment is required, while the front suspension F can be adjusted normally, thereby improving the comfort of the passengers during suspension adjustment and avoiding a sense of frustration.

[0132] In an optional implementation, a highly over-gear prohibiting lifting and lowering strategy may be used to determine the second adjustment amount of each of the plurality of suspensions.

[0133] For example, in the above-mentioned at least two suspension sets, if there are two suspensions in any one of the suspension sets whose first adjustment amounts are respectively positive and negative, then the multiple suspensions of the vehicle may not be height-adjusted. For example, the second adjustment amount of each suspension in the multiple suspensions may be set to a preset adjustment amount. The preset adjustment amount may indicate that the suspension does not perform height adjustment. Similarly, the preset adjustment amount may be 0 or any preset value, and the preset adjustment amount may indicate that the suspension does not perform height adjustment, that is, keeps the current height unchanged.

[0134] Figure 6 Schematic diagram of a high-speed over-gear prohibition lifting strategy provided by an embodiment of the present disclosure. Figure 6 Of the two line segments shown, line segment 601 represents the position of the vehicle body before the suspension height is adjusted, and line segment 602 represents the position of the vehicle body after the suspension height is adjusted directly according to the first target height.

[0135] When the vehicle is on an uneven road surface (e.g., a cross-axle road condition), when one of the front suspension F and the rear suspension R is on both sides of the target gear height, that is, taking the front suspension F as an example, if the current height of FL is greater than the first target height and the current height of FR is less than the first target height value, that is, the first adjustment amounts of the two suspensions in the front axle suspension set are positive and negative values, respectively, it means that the heights of the left and right sides have exceeded the gear. At this time, if the suspension height is adjusted directly according to the first target height, the body position is shown as line segment 602, and the body inclination is too large. Therefore, at this time, the entire suspension system is prohibited from performing this lifting and lowering operation, that is, the second adjustment amount of each suspension in the multiple suspensions is set to a preset adjustment amount (e.g., 0), and the system assumes that all suspensions have been adjusted and no further adjustment is required. This ensures that the body inclination is maintained within a certain range and will not change significantly, and can also avoid the problem of the vehicle body inclination being too large after the vehicle enters a flat road condition from a cross-axle road condition.

[0136] In an optional embodiment, two or three of the above-mentioned minimum lifting amount strategy, low lifting amount suppression lifting amount strategy, and high over-gear prohibition lifting amount strategy can be executed in parallel, at least one second adjustment amount is determined for each suspension, and the second adjustment amount of the suspension is determined from the at least one second adjustment amount of each suspension through strategy arbitration.

[0137] For example, the second adjustment amount can be determined according to the policy priority, and the second adjustment amount determined according to the highest priority policy is preferentially adopted. If the second adjustment amount is not determined by the highest priority policy, the second adjustment amount determined by the measurement with the second highest priority is adopted, and so on.

[0138] Optionally, the priority of the above three strategies can be: minimum lifting amount strategy < low lifting amount suppression lifting strategy < high over-gear prohibition lifting strategy. That is, if the above three strategies are executed in parallel, the second adjustment amount determined by the high over-gear prohibition lifting strategy is preferentially adopted; if the high over-gear prohibition lifting strategy does not determine the second adjustment amount, the second adjustment amount determined by the low lifting amount suppression lifting strategy is preferentially adopted; if the low lifting amount suppression lifting strategy does not determine the second adjustment amount, the second adjustment amount determined by the minimum lifting amount strategy is adopted.

[0139] In an optional implementation, two or three of the above strategies of the height over-gear prohibition lifting strategy, the low lift amount suppression lifting strategy, and the minimum lift amount strategy can be executed in series in sequence, and after any one of them determines the second adjustment amount of each suspension, the subsequent strategies are no longer executed. Optionally, the order of serial execution can be: first execute the height over-gear prohibition lifting strategy, then execute the low lift amount suppression lifting strategy, and finally execute the minimum lift amount strategy.

[0140] Step S223: for each suspension, determine the second target height of the suspension according to the second adjustment amount of the suspension and the current height of the suspension.

[0141] For example, the sum of the second adjustment amount and the current height of each suspension may be used as the second target height of the suspension.

[0142] In some embodiments, the second adjustment amount of at least one suspension among the multiple suspensions is different from the first adjustment amount of the suspension, so that the second target height of at least one suspension among the multiple suspensions can be different from the first target height of the suspension.

[0143] By adopting the above method, the second adjustment amount of each suspension can be determined based on at least one of the minimum lifting amount strategy, the low lifting amount suppression lifting strategy, and the height over-gear prohibition lifting strategy, and the second target height of the suspension can be determined based on the second adjustment amount of the suspension and the current height of the suspension, so as to obtain a target height that adapts to the current road conditions, perform height control on the suspension, and improve the safety and flexibility of vehicle suspension control.

[0144] Figure 7 is a flow chart of a suspension control method provided by an embodiment of the present disclosure. The suspension control method can be Figure 1 The suspension control unit shown, or the vehicle controller of the vehicle to which the suspension system belongs, or an electronic device such as a remote server connected to the vehicle is executed. Figure 7 As shown, the suspension control method of this embodiment may include one or more of the following steps S710 to S760.

[0145] Step S710: in response to receiving the suspension height control information, obtaining the first target heights of the plurality of suspensions of the vehicle corresponding to the suspension height control information.

[0146] Among them, the specific implementation method of step S710 can refer to the relevant description of step S210 in the aforementioned embodiment of the present disclosure, and will not be repeated here.

[0147] Step S720, obtaining current heights of multiple suspensions.

[0148] For example, the current heights of the plurality of suspensions may be obtained based on detection by a height sensor.

[0149] Step S730, determining the current road condition of the vehicle according to the current heights of the multiple suspensions.

[0150] For example, the road roughness can be calculated based on the current heights of multiple suspensions, and the current road condition of the vehicle can be determined based on the road roughness, for example, whether the current road condition is a cross-axle road condition. The calculation method of the road roughness can refer to formula (2) in the aforementioned embodiment of the present disclosure, which will not be repeated here.

[0151] Step S740: When the current road condition of the vehicle is not a cross-axle road condition, the first target height of each suspension is used as the second target height.

[0152] Step S750, when the current road condition of the vehicle is a cross-axle road condition, determine the second target heights of the plurality of suspensions according to the first target height and the current height.

[0153] Among them, the specific implementation method of determining the second target height of multiple suspensions according to the first target height and the current height in step S750 can refer to the relevant description of step S220 in the aforementioned embodiment of the present disclosure. For example, at least one of the minimum lifting amount strategy, the low lifting amount suppression lifting strategy, and the height over-gear prohibition lifting strategy can be adopted to determine the second target height, which will not be repeated here.

[0154] Step S760: Control the height of each suspension according to the second target height of each suspension.

[0155] Among them, the specific implementation method of step S760 can refer to the relevant description of step S230 in the aforementioned embodiment of the present disclosure, and will not be repeated here.

[0156] The above method can solve the problems of overpressure during suspension lifting, failure of the vehicle body to lower properly, vehicle body tilting, and large left-right deviation after returning to flat ground, which are easy to occur in suspension adjustment under complex cross-axle working conditions. After the suspension system adopts at least one of the minimum lifting amount strategy, low lifting amount suppression lifting strategy, and high over-gear prohibition lifting strategy to adjust the suspension lifting, it can effectively reduce the pressure during suspension lifting, reduce the problem of abnormal suspension lifting, reduce the problem of failure to lower properly, reduce the degree of vehicle body tilting, and reduce the left-right deviation after returning to flat ground, thereby improving the safety of vehicle suspension control.

[0157] The present disclosure also provides a vehicle controller, such as Figure 8 As shown, the vehicle controller 900 may include a memory 910 and a processor 920. The memory 910 may be used to store computer instructions, and the processor 920 may be used to call computer instructions from the memory 910 to execute any method in the aforementioned embodiments of the present disclosure.

[0158] An embodiment of the present disclosure also provides a vehicle, which includes the vehicle controller provided by the above embodiment.

[0159] In one embodiment of the present disclosure, the vehicle may be an electric vehicle, a fuel vehicle, a gas vehicle, a petrol-electric hybrid vehicle or a gas-electric hybrid vehicle.

[0160] The embodiments of the present disclosure also provide a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, any method in the aforementioned embodiments of the present disclosure is implemented. Optionally, the computer-readable storage medium may be a non-transitory storage medium, but is not limited thereto, and may also be a transient storage medium.

[0161] The embodiments of the present disclosure further provide a computer program product, which may include a computer program. When the computer program is executed by a processor, any method in the aforementioned embodiments of the present disclosure may be implemented.

[0162] The present disclosure 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 any method in the foregoing embodiments of the present disclosure.

[0163] 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.

[0164] 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.

[0165] The computer program instructions for performing the operation of the present disclosure 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 completely 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 completely 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 customized 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 disclosure.

[0166] Various aspects of the present disclosure are described herein with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer-readable program instructions.

[0167] 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, so as to produce a machine, so that when these instructions are executed by the processor of the computer or other programmable data processing device, a device for implementing 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 make the computer, programmable data processing device, and / or other equipment 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.

[0168] 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.

[0169] The flowcharts 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 disclosure. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of an instruction, and the module, a program segment or a part of 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 the flowchart, and the combination of the boxes in the block diagram and / or the flowchart 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.

[0170] The embodiments of the present disclosure have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The choice of terms used herein is intended to best explain the principles of the embodiments, practical applications, or technical improvements to the technology in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein. The scope of the present disclosure is defined by the appended claims.

Claims

1. A suspension control method, characterized in that: The method comprises: In response to receiving the suspension height control information, obtaining first target heights of a plurality of suspensions of the vehicle corresponding to the suspension height control information; When the current road condition of the vehicle is a cross-axle road condition, determining second target heights of the plurality of suspensions according to the first target heights of the plurality of suspensions and the current heights of the plurality of suspensions; The height of each of the suspensions is controlled according to the second target height of each of the suspensions.

2. The method according to claim 1, characterized in that The step of determining the second target heights of the plurality of suspensions according to the first target heights of the plurality of suspensions and the current heights of the plurality of suspensions comprises: For each of the suspensions, taking the difference between the first target height and the current height of the suspension as the first adjustment amount of the suspension; Determining a second adjustment amount of each suspension according to the first adjustment amounts of the plurality of suspensions; For each of the suspensions, a second target height of the suspension is determined according to the second adjustment amount of the suspension and the current height of the suspension.

3. The method according to claim 2, characterized in that The determining the second adjustment amount of each suspension according to the first adjustment amounts of the plurality of suspensions comprises: A first adjustment amount corresponding to a first target suspension among the multiple suspensions is used as a second adjustment amount of each suspension among the multiple suspensions; wherein the first target suspension is a suspension having a smallest absolute value of the first adjustment amount among the multiple suspensions.

4. The method according to claim 2, characterized in that: The method further comprises: If there is a suspension among the multiple suspensions whose absolute value of the first adjustment amount is less than or equal to a preset adjustment threshold, the multiple suspensions do not perform height adjustment.

5. The method according to claim 2, characterized in that: The method further comprises: If there are two suspensions among the plurality of suspensions whose first adjustment amounts are respectively positive and negative, then the plurality of suspensions are not height-adjusted.

6. The method according to claim 2, characterized in that The determining the second adjustment amount of each suspension according to the first adjustment amounts of the plurality of suspensions comprises: Grouping the plurality of suspensions to obtain at least two suspension sets, wherein each suspension set includes at least two suspensions; According to the first adjustment amount of each suspension in the suspension set, a second adjustment amount of each suspension in the plurality of suspensions is determined.

7. The method according to claim 6, characterized in that The at least two suspension sets include a front axle suspension set and a rear axle suspension set, the front axle suspension set includes at least two suspensions corresponding to the front axle of the vehicle, and the rear axle suspension set includes at least two suspensions corresponding to the rear axle of the vehicle; or, The at least two suspension sets include a left suspension set and a right suspension set, the left suspension set includes at least two suspensions located on the left side of the vehicle, and the right suspension set includes at least two suspensions located on the right side of the vehicle.

8. The method according to claim 6, characterized in that The determining, according to the first adjustment amount of each suspension in the suspension set, the second adjustment amount of each suspension in the plurality of suspensions comprises: The first adjustment amount corresponding to the second target suspension in the suspension set is used as the second adjustment amount of each suspension in the suspension set; wherein the second target suspension is the suspension with the smallest absolute value of the first adjustment amount among the suspensions in the suspension set.

9. The method according to claim 6, characterized in that The method further comprises at least one of the following: If there is a suspension in the suspension set whose absolute value of the first adjustment amount is less than or equal to the preset adjustment threshold, no height adjustment is performed on each suspension in the suspension set; In the at least two suspension sets, if there are two suspensions in any one suspension set whose first adjustment amounts are respectively positive and negative, then the height of the multiple suspensions is not adjusted.

10. A vehicle controller, characterized in that: The vehicle controller comprises a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute the suspension control method according to any one of claims 1-9.

11. A vehicle, characterized in that: The vehicle includes the vehicle controller as claimed in claim 10.

12. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is executed by a processor, the computer program implements the suspension control method according to any one of claims 1 to 9.

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