Vehicle control method and device under speed bump working condition, vehicle, medium and program

Abstract

The present application relates to the technical field of vehicle control, and discloses a vehicle control method and device under the working condition of a speed bump, a vehicle, a medium and a program. When a speed bump exists in front of the vehicle, the first distance between the front wheel and the speed bump and the initial state parameters of the vehicle are used to determine the second distance between the front wheel and the speed bump when the adjustment starts in the future. When the current distance is less than the second distance, the front axle motor torque is reduced, the rear axle motor torque is increased, and the front and rear suspension dampings are adjusted to prevent the front wheel from skipping forward when it passes through the speed bump. When the front wheel passes through the speed bump, the front axle motor torque is increased, the rear axle motor torque is reduced, and the front and rear suspension dampings are adjusted to prevent the rear wheel from skipping forward when it passes through the speed bump. Finally, when the rear wheel passes through the speed bump, the vehicle torque and damping are restored to the initial state, ensuring the consistency of the state before and after the vehicle passes through the speed bump, thereby improving the driving experience of the user.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle control method and device under a speed bump working condition, a vehicle, a medium and a program. BACKGROUND

[0002] When a vehicle passes through a speed bump at a large vehicle speed, the wheels may bounce in the air due to the impact of the speed bump. Since the process of passing through the speed bump is often accompanied by braking deceleration of the driver, when a certain wheel is in the air, the wheel cannot provide braking force to the vehicle, which is specifically manifested as a temporary reduction in the deceleration of the whole vehicle, and the driver will feel that the vehicle is forwardly surging, affecting the driving experience.

[0003] Currently, the speed bump can be recognized through wheel speed signal processing or intelligence, and an instruction to prohibit torque increase is sent to the motor of the wheel shaft that is passing through the speed bump, so as to prevent the drag torque control (DTC) function from increasing torque due to the increase of the slip rate of the suspended wheel when the wheel is in the air, and to avoid the problem of insufficient braking torque when the wheel re-touches the ground. However, the braking torque of the suspended wheel is still lost, and the problem of short-term forward surging still exists. In addition, the process of the vehicle passing through the speed bump can be divided into stages, and the damping of the front and rear suspensions can be adjusted for each stage to weaken the impact of the speed bump on the vehicle. However, when the vehicle speed and the height of the speed bump exceed the upper limit of the ability to prevent the wheels from being suspended, the problem of loss of braking torque of the suspended wheel occurs, causing the vehicle to forwardly surge.

[0004] Therefore, how to prevent the forward surging caused by the loss of torque of the suspended wheel when the vehicle passes through the speed bump has become a key problem to be solved. SUMMARY

[0005] Therefore, the present application provides a vehicle control method and device under a speed bump working condition, a vehicle, a medium and a program to solve the problem of forward surging of the vehicle caused by the loss of torque of the suspended wheel when the vehicle passes through the speed bump.

[0006] In a first aspect, the present application provides a vehicle control method under a speed bump working condition, applied to a vehicle body motion controller, which comprises:

[0007] When a speed bump exists in front of the vehicle, a first distance between the front wheel of the vehicle and the speed bump and initial state parameters of the vehicle are obtained, and a second distance between the front wheel of the vehicle and the speed bump when the motor torque and the suspension damping of the vehicle are adjusted in the future is determined based on the initial state parameters and the first distance;

[0008] When it is detected that the first distance is less than the second distance, the front axle motor torque of the vehicle is reduced, the rear axle motor torque of the vehicle is increased, and the front suspension damping of the vehicle is controlled to be less than the rear suspension damping;

[0009] When the front wheel of the vehicle is passing through the speed bump, the front axle motor torque of the vehicle is increased, the rear axle motor torque of the vehicle is decreased, and the front suspension damping of the vehicle is controlled to be greater than the rear suspension damping;

[0010] When the rear wheel of the vehicle is passing through the speed bump, the motor torque and the suspension damping of the vehicle are restored to the initial state based on the initial state parameters.

[0011] Beneficial effects: When the speed bump exists in front of the vehicle, the second distance between the front wheel and the speed bump when the future adjustment starts is determined according to the first distance between the front wheel and the speed bump and the initial state parameters of the vehicle, so that when the current distance is less than the second distance, the front axle motor torque is decreased, the rear axle motor torque is increased, and the front and rear suspension dampings are adjusted to prevent the front wheel from jumping forward when the subsequent front wheel passes through the speed bump; when the front wheel passes through the speed bump, the front axle motor torque is increased, the rear axle motor torque is decreased, and the front and rear suspension dampings are adjusted to prevent the front wheel from jumping forward when the subsequent rear wheel passes through the speed bump. Finally, when the rear wheel passes through the speed bump, the vehicle torque and the damping are restored to the initial state, so as to ensure the consistency of the state before and after the vehicle passes through the speed bump.

[0012] In an optional embodiment, the vehicle body motion controller is connected with a vehicle controller of the vehicle; the front axle motor torque of the vehicle is decreased, the rear axle motor torque of the vehicle is increased, and the front suspension damping of the vehicle is controlled to be less than the rear suspension damping, comprising:

[0013] The first torque distribution mode and the preset torque change gradient are sent to the vehicle controller, so that the vehicle controller gradually completely transfers the front axle motor torque to the rear axle motor torque based on the driver demand torque, the first torque distribution mode and the preset torque change gradient; wherein the sum of the front axle motor torque and the rear axle motor torque is the driver demand torque, and the first torque distribution mode is used to represent the proportion of the front axle motor torque and the rear axle motor torque in the driver demand torque;

[0014] The front suspension damping is adjusted to a first preset damping corresponding to the front suspension when the front wheel of the vehicle passes through the speed bump, and the rear suspension damping is adjusted to a second preset damping corresponding to the rear suspension when the front wheel of the vehicle passes through the speed bump; wherein the first preset damping is less than or equal to the second preset damping.

[0015] Beneficial effects: The vehicle body motion controller gradually decreases the front axle motor torque and increases the rear axle motor torque by requesting the vehicle controller to gradually decrease the front axle motor torque and increase the rear axle motor torque according to the preset torque change gradient, and gradually completely transfers the front axle motor torque to the rear axle motor torque, so as to concentrate the driver demand torque on the rear wheel which will not contact the speed bump in the next stage, thereby preventing the vehicle from jumping forward. At the same time, the damping of the rear suspension is increased, the impact of the speed bump on the wheel is reduced, the body pitch is inhibited, the risk of wheel bouncing and suspension is reduced, and the rear wheel which provides braking torque is well grounded when the subsequent front wheel passes through the speed bump.

[0016] In an optional embodiment, the front axle motor torque of the vehicle is increased, the rear axle motor torque of the vehicle is reduced, and the front suspension damping of the vehicle is controlled to be greater than the rear suspension damping, comprising:

[0017] The second torque distribution mode and the preset torque change gradient are sent to the vehicle control unit, so that the vehicle control unit gradually transfers the rear axle motor torque to the front axle motor torque based on the driver demand torque, the second torque distribution mode and the preset torque change gradient; wherein the sum of the front axle motor torque and the rear axle motor torque is the driver demand torque, and the second torque distribution mode is used to represent the proportion of the front axle motor torque and the rear axle motor torque in the driver demand torque;

[0018] The front suspension damping is adjusted to a third preset damping corresponding to the front suspension when the rear wheel of the vehicle passes through the deceleration zone, and the rear suspension damping is adjusted to a fourth preset damping corresponding to the rear suspension when the rear wheel of the vehicle passes through the deceleration zone; wherein the third preset damping is greater than or equal to the fourth preset damping.

[0019] Beneficial effect: the body motion controller requests the vehicle control unit to gradually increase the front axle motor torque and reduce the rear axle motor torque according to the preset torque change gradient, and gradually transfers the rear axle motor torque to the front axle motor torque, so as to concentrate the driver demand torque on the front wheel which will not contact the deceleration zone in the next stage, thereby preventing the vehicle from moving forward. At the same time, the damping of the front suspension is increased, the impact of the deceleration zone on the wheel is reduced, the body pitch is inhibited, the risk of wheel bouncing and suspension is reduced, and the front wheel providing braking torque is well grounded when the rear wheel passes through the deceleration zone subsequently.

[0020] In an optional embodiment, based on the initial state parameters and the first distance, the second distance between the front wheel of the vehicle and the deceleration zone when the motor torque and the suspension damping of the vehicle are adjusted in the future is determined, comprising:

[0021] Based on the initial state parameters, the torque adjustment time, the front suspension damping adjustment time and the rear suspension damping adjustment time are determined, and based on the maximum value of the torque adjustment time, the front suspension damping adjustment time and the rear suspension damping adjustment time, the longest adjustment time is determined;

[0022] Based on the initial state parameters, the first distance and the longest adjustment time, the second distance between the front wheel of the vehicle and the deceleration zone when the motor torque and the suspension damping of the vehicle are adjusted in the future is calculated.

[0023] Beneficial effect: by determining the longest adjustment time from the start of adjustment to the time when the front wheel of the vehicle passes through the deceleration zone, and calculating the second distance between the front wheel of the vehicle and the deceleration zone at the start of adjustment according to the initial state parameters of the vehicle and the first distance, the control can be timely performed before the front wheel of the vehicle passes through the deceleration zone.

[0024] In an optional embodiment, the initial state parameters include a front axle motor initial torque, a front suspension initial damping, and a rear suspension initial damping; the torque adjustment time, the front suspension damping adjustment time, and the rear suspension damping adjustment time are determined based on the initial state parameters, including:

[0025] The torque adjustment time is calculated based on a ratio of the front axle motor initial torque to a preset torque change gradient;

[0026] The front suspension damping adjustment time is calculated based on a ratio of a difference between the front suspension initial damping and a first preset damping to a preset damping change gradient;

[0027] The rear suspension damping adjustment time is calculated based on a ratio of a difference between the rear suspension initial damping and a second preset damping to the preset damping change gradient.

[0028] Beneficial effects: The torque adjustment time, the front suspension damping adjustment time, and the rear suspension damping adjustment time are calculated to facilitate determination of the longest adjustment time from the start of adjustment to the front wheel passing through the deceleration strip, so as to timely adjust the torque and the damping before the front wheel passes through the deceleration strip.

[0029] In an optional embodiment, the initial state parameters further include a vehicle speed and a longitudinal acceleration; a second distance between the front wheel of the vehicle and the deceleration strip when the motor torque and the suspension damping of the vehicle are to be adjusted in the future is calculated based on the initial state parameters, the first distance, and the longest adjustment time, including:

[0030] The time when the front wheel of the vehicle reaches the deceleration strip is calculated according to the vehicle speed, the longitudinal acceleration, and the first distance;

[0031] The second distance between the front wheel of the vehicle and the deceleration strip when the motor torque and the suspension damping of the vehicle are to be adjusted in the future is calculated according to the vehicle speed, the longitudinal acceleration, the longest adjustment time, and the time when the front wheel of the vehicle reaches the deceleration strip.

[0032] Beneficial effects: The time when the front wheel of the vehicle reaches the deceleration strip is calculated, and the second distance between the front wheel of the vehicle and the deceleration strip when the motor torque and the suspension damping of the vehicle are to be adjusted in the future is determined according to the vehicle speed, the longitudinal acceleration, and the longest adjustment time, which is simple and efficient.

[0033] In an optional embodiment, the initial state parameters include a front axle motor initial torque, a rear axle motor initial torque, a front suspension initial damping, and a rear suspension initial damping; the motor torque and the suspension damping of the vehicle are restored to the initial state based on the initial state parameters, including:

[0034] The front axle motor initial torque and the rear axle motor initial torque are sent to a vehicle controller, so that the vehicle controller adjusts the front axle motor torque to the front axle motor initial torque and adjusts the rear axle motor torque to the rear axle motor initial torque;

[0035] adjust the front suspension damping to the front suspension initial damping and adjust the rear suspension damping to the rear suspension initial damping.

[0036] Beneficial effects: the front and rear suspension dampings of the vehicle and the front and rear axle motor torques are restored to the initial state before the vehicle passes through the speed bump, ensuring the consistency of the state before and after the vehicle passes through the speed bump, and helping to improve the user driving experience.

[0037] In an optional implementation, the vehicle body motion controller is connected with an integrated brake controller of the vehicle; the method further comprises:

[0038] receiving wheel state information sent by the integrated brake controller; the wheel state information is obtained by the integrated brake controller by comparing wheel speed, wheel acceleration and slip rate of the vehicle with preset wheel speed, preset wheel acceleration and preset slip rate respectively;

[0039] determining whether the front wheel and the rear wheel of the vehicle are passing through the speed bump according to the wheel state information.

[0040] Beneficial effects: the wheel state information is obtained by the existing integrated brake controller of the vehicle according to the wheel speed, the wheel acceleration and the slip rate, which is convenient for the vehicle body motion controller to determine whether the front and rear wheels are passing through the speed bump, without the need to increase additional hardware devices, with low cost and easy implementation.

[0041] In an optional implementation, the vehicle body motion controller is connected with an advanced driving assistance system of the vehicle; the method further comprises:

[0042] receiving speed bump information sent by the advanced driving assistance system; the speed bump information is obtained by the advanced driving assistance system based on image recognition of collected environment images;

[0043] determining whether there is a speed bump in front of the vehicle based on the speed bump information.

[0044] Beneficial effects: the speed bump information in front of the vehicle is obtained by the existing advanced driving assistance system of the vehicle, which is convenient for the vehicle body motion controller to determine whether there is a speed bump in front of the vehicle, without the need to increase additional hardware, with low implementation cost.

[0045] In a second aspect, the present application provides a vehicle control device under speed bump working condition, applied to a vehicle body motion controller, the device comprising:

[0046] a first processing module, configured to, when there is a speed bump in front of the vehicle, acquire a first distance between the front wheel of the vehicle and the speed bump and initial state parameters of the vehicle, and based on the initial state parameters and the first distance, determine a second distance between the front wheel of the vehicle and the speed bump when the motor torque and the suspension damping of the vehicle are to be adjusted in the future;

[0047] the second processing module is configured to reduce the front axle motor torque of the vehicle, increase the rear axle motor torque of the vehicle, and control the front suspension damping of the vehicle to be less than the rear suspension damping when the first distance is less than the second distance;

[0048] the third processing module is configured to increase the front axle motor torque of the vehicle, reduce the rear axle motor torque of the vehicle, and control the front suspension damping of the vehicle to be greater than the rear suspension damping when the front wheel of the vehicle is passing through the speed bump;

[0049] the fourth processing module is configured to restore the motor torque and the suspension damping of the vehicle to the initial state based on the initial state parameter when the rear wheel of the vehicle is passing through the speed bump.

[0050] In a third aspect, the present application provides a vehicle, comprising a vehicle body motion controller;

[0051] The vehicle body motion controller comprises a memory and a processor, which are communicatively connected to each other, and the memory stores computer instructions, and the processor executes the computer instructions to perform the vehicle control method in the speed bump working condition of the first aspect or any of the corresponding embodiments.

[0052] In an optional embodiment, the vehicle further comprises a vehicle control unit, an integrated brake control unit and an advanced driving assistance system, wherein the vehicle control unit, the integrated brake control unit and the advanced driving assistance system are connected to the vehicle body motion controller;

[0053] The vehicle control unit is configured to adjust the front axle motor torque and the rear axle motor torque of the vehicle;

[0054] The integrated brake control unit is configured to compare the wheel speed, the wheel acceleration and the slip ratio of the vehicle with the preset wheel speed, the preset wheel acceleration and the preset slip ratio respectively, and send the obtained wheel state information to the vehicle body motion controller;

[0055] The advanced driving assistance system is configured to perform image recognition based on the collected environmental image, and send the obtained speed bump information to the vehicle body motion controller.

[0056] In a fourth aspect, the present application provides a computer readable storage medium, which stores computer instructions, and the computer instructions are used to make a computer execute the vehicle control method in the speed bump working condition of the first aspect or any of the corresponding embodiments.

[0057] In a fifth aspect, the present application provides a computer program product, which comprises computer instructions, and the computer instructions are used to make a computer execute the vehicle control method in the speed bump working condition of the first aspect or any of the corresponding embodiments.

[0058] The beneficial effects of this invention are as follows:

[0059] When a speed bump is in front of the vehicle, based on the initial distance between the front wheels and the speed bump and the vehicle's initial state parameters, a second distance between the front wheels and the speed bump is determined when adjustment begins. If the current distance is less than the second distance, the front axle motor torque is reduced, the rear axle motor torque is increased, and the front and rear suspension damping is adjusted to prevent the front wheels from lurching forward when passing the speed bump. When the front wheels pass the speed bump, the front axle motor torque is increased, the rear axle motor torque is decreased, and the front and rear suspension damping is adjusted to prevent the rear wheels from lurching forward when passing the speed bump. Finally, when the rear wheels pass the speed bump, the vehicle's torque and damping are restored to their initial states to ensure consistency in the vehicle's state before and after passing the speed bump. Attached Figure Description

[0060] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0061] Figure 1 This is a structural block diagram of a vehicle according to an embodiment of the present invention;

[0062] Figure 2 This is a schematic diagram of the structure of a vehicle according to an embodiment of the present invention;

[0063] Figure 3 This is a schematic diagram of the structure of a vehicle interior system according to an embodiment of the present invention;

[0064] Figure 4 This is a schematic flowchart of a vehicle control method under speed bump conditions according to an embodiment of the present invention;

[0065] Figure 5 This is a schematic flowchart of a vehicle control method under another speed bump condition according to an embodiment of the present invention;

[0066] Figure 6 This is a schematic diagram illustrating the stages of a vehicle passing over a speed bump according to an embodiment of the present invention;

[0067] Figure 7 This is a schematic diagram illustrating the principle of estimating the starting distance according to an embodiment of the present invention;

[0068] Figure 8 This is a schematic flowchart of a vehicle control method under a speed bump condition according to another embodiment of the present invention;

[0069] Figure 9This is a structural block diagram of a vehicle control device under speed bump conditions according to an embodiment of the present invention;

[0070] Figure 10 This is a schematic diagram of the hardware structure of the vehicle motion controller according to an embodiment of the present invention. Detailed Implementation

[0071] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0072] When a vehicle travels at a high speed over a speed bump, the wheels may bounce and become suspended in the air due to the impact. Since driving over a speed bump often involves braking, when one wheel is suspended in the air, that wheel cannot provide braking force to the vehicle. This results in a temporary decrease in the vehicle's deceleration, causing the driver to feel the vehicle lurch forward, affecting the driving experience. For example, when both front axle wheels bounce and become suspended in the air, the vehicle instantly loses approximately 70% of its braking deceleration, resulting in a very noticeable lurch forward.

[0073] Currently, related technologies identify speed bumps through wheel speed signal processing or intelligent driving systems and send a command to the motor of the wheel axle crossing the speed bump to prevent the DTC function from increasing torque due to the increased slip rate of the suspended wheel when the wheel is off the ground, thus preventing insufficient braking torque when the wheel re-touches the ground. However, this method still results in a loss of braking torque for the suspended wheel, causing a brief forward lurch.

[0074] In addition, the collision time between the vehicle and the speed bump can be calculated based on the width and height of the speed bump. Based on this collision time, the vehicle can be divided into stages of passing through the speed bump. The damping of the front and rear suspensions can be adjusted for each stage to reduce the impact of the speed bump on the vehicle, thereby suppressing the pitching motion of the vehicle body and keeping the vehicle body stable. However, when the vehicle speed and the height of the speed bump exceed the upper limit of the ability to prevent the wheels from being suspended in the air, the problem of loss of braking torque of the suspended wheels will occur, which will still cause the vehicle to lurch forward.

[0075] Therefore, this invention provides a vehicle control method for speed bump conditions. By adjusting torque distribution and vehicle suspension damping, it effectively solves the problem of vehicle lurching forward when going over speed bumps, improving customer ride comfort and driving experience satisfaction. Furthermore, this invention can be implemented using sensors, controllers, and actuators from some existing vehicle models, without incurring additional hardware costs, resulting in low implementation costs.

[0076] According to embodiments of the present invention, a vehicle is provided, such as Figure 1 As shown, the vehicle includes a Vehicle Motion Controller (VMC) 101, wherein the Vehicle Motion Controller 101, or VMC, is specifically used for:

[0077] First, when there is a speed bump in front of the vehicle, the first distance between the front wheel of the vehicle and the speed bump and the initial state parameters of the vehicle are obtained. Based on the initial state parameters and the first distance, the second distance between the front wheel of the vehicle and the speed bump is determined when the motor torque and suspension damping of the vehicle are adjusted in the future.

[0078] Next, when the first distance is detected to be less than the second distance, the torque of the front axle motor of the vehicle is reduced, the torque of the rear axle motor of the vehicle is increased, and the damping of the front suspension of the vehicle is controlled to be less than that of the rear suspension.

[0079] Then, when the vehicle's front wheels are going over a speed bump, the torque of the vehicle's front axle motor is increased, the torque of the vehicle's rear axle motor is decreased, and the damping of the vehicle's front suspension is controlled to be greater than that of the rear suspension.

[0080] Finally, as the vehicle's rear wheels are going over the speed bump, the vehicle's motor torque and suspension damping are restored to their initial states based on the initial state parameters.

[0081] The detailed working principle of the vehicle motion controller 101 can be found in the description of the method embodiment below, and will not be repeated here.

[0082] Specifically, this embodiment is implemented based on intelligent driving technology, distributed drive technology, and suspension damping control technology, such as... Figure 2 As shown, the front of the vehicle is equipped with cameras and radar for intelligent driving systems such as Advanced Driver Assistance Systems (ADAS), and there is a motor on each of the front and rear axles that is driven independently. Both the front and rear suspensions are equipped with damping adjustable shock absorbers.

[0083] It's important to understand that intelligent driving technology refers to technologies that allow machines to assist humans in driving and, in special circumstances, completely replace human drivers. Intelligent driving systems perceive the surrounding environment and make driving decisions in real time, thereby enabling vehicles to drive autonomously. Distributed drive technology refers to a technology where two or more motors drive their respective axles, controlling wheel movement by controlling the torque or speed of the motors. Distributed drive systems can individually adjust the drive / braking torque of each motor, achieving refined tire torque management and improving vehicle handling and driving stability. Suspension damping control technology is a semi-active suspension control technology. It uses solenoid valves to continuously adjust the damping of the suspension shock absorbers according to road conditions and driving conditions, ensuring optimal handling stability and ride comfort.

[0084] In some alternative implementations, such as Figure 3 As shown, the vehicle also includes a Vehicle Control Unit (VCU), an Integrated Brake Control Unit (IBCU), and an Advanced Driver Assistance System (ADAS). The VCU, IBCU, and ADAS are all connected to the Vehicle Motion Controller (VMC).

[0085] Specifically, the vehicle controller is used to adjust the torque of the front axle motor and the rear axle motor of the vehicle. For example, the VMC runs the main control program to control the damping of the front and rear suspensions, and sends anti-lurgical function requests, torque distribution methods and torque change gradients to the VCU, so that the VCU can control the torque of the front and rear motors and feed back the actual torque of the front and rear axle motors to the VMC.

[0086] Specifically, the integrated brake controller (IBCU) compares the vehicle's wheel speed, wheel acceleration, and slip ratio with preset wheel speed, preset wheel acceleration, and preset slip ratio, and sends the obtained wheel state information to the vehicle motion controller (VMC). For example, the IBCU processes wheel speed information collected by four wheel speed sensors, calculates a reference vehicle speed and longitudinal acceleration, identifies whether the front and rear wheels are passing over a speed bump based on wheel speed change gradient features, generates wheel state information, and sends it to the vehicle motion controller (VMC).

[0087] Specifically, the advanced driver assistance system (ADAS) performs image recognition based on acquired environmental images and sends the resulting speed bump information to the vehicle motion controller (VMC). For example, ADAS identifies the presence of speed bumps from images acquired by cameras and radar, extracts the distance from the speed bump to the front wheels, generates speed bump information, and sends it to the vehicle motion controller (VMC).

[0088] This invention effectively solves the problem of vehicle lurching forward when passing over speed bumps by adjusting the motor torque and suspension damping at different stages before and after the vehicle passes over the speed bump, thereby improving customer ride comfort and driving experience satisfaction. Moreover, this embodiment is based on the vehicle's existing sensors, controllers, and actuators, without increasing additional hardware costs, resulting in low cost.

[0089] According to an embodiment of the present invention, a vehicle control method embodiment under speed bump conditions is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0090] This embodiment provides a vehicle control method under speed bump conditions, which can be used for... Figure 1 The vehicle motion controller shown is such as an MCU or microcontroller. Figure 4 This is a flowchart of a vehicle control method under speed bump conditions according to an embodiment of the present invention, such as... Figure 4 As shown, the process includes the following steps:

[0091] Step S401: When there is a speed bump in front of the vehicle, obtain the first distance between the front wheel of the vehicle and the speed bump and the initial state parameters of the vehicle, and based on the initial state parameters and the first distance, determine the second distance between the front wheel of the vehicle and the speed bump when the motor torque and suspension damping of the vehicle are adjusted in the future.

[0092] Specifically, the Vehicle Motion Controller (VMC) is connected to the vehicle's Advanced Driver Assistance System (ADAS). The VMC receives speed bump information from the ADAS and determines whether a speed bump exists in front of the vehicle based on this information. When a speed bump is detected, a second distance is estimated based on the current first distance between the front wheels and the speed bump, as well as the vehicle's initial state parameters such as speed and longitudinal acceleration. This second distance represents the distance between the front wheels and the speed bump when the motor torque and suspension damping are first adjusted.

[0093] It should be noted that the speed bump condition in this invention does not only refer to deceleration under standard speed bumps, but can also include deceleration behavior when a vehicle encounters special road surfaces such as protruding road surfaces or potholes during driving.

[0094] It should be noted that the speed bump information is obtained by the Advanced Driver Assistance System (ADAS) based on the collected environmental images. It mainly includes whether there is a speed bump in front of the vehicle and the distance between the vehicle's front wheels and the speed bump. The ADAS detects the speed bump in front of the vehicle through cameras and radar, and can use neural network algorithms such as YOLO to identify and extract the information, obtain the existence status of the speed bump, the distance between the speed bump and the front wheels, and send it to the VMC in real time.

[0095] This embodiment uses the vehicle's existing advanced driver assistance system to obtain information about speed bumps in front of the vehicle, which helps the vehicle motion controller determine whether there are speed bumps in front of the vehicle. No additional hardware is required, resulting in low cost.

[0096] In step S402, when the first distance is detected to be less than the second distance, the torque of the front axle motor of the vehicle is reduced, the torque of the rear axle motor of the vehicle is increased, and the damping of the front suspension of the vehicle is controlled to be less than the damping of the rear suspension.

[0097] Specifically, when the current distance between the front wheel and the speed bump, i.e., the first distance, is less than the estimated second distance, the vehicle's suspension damping and motor torque are adjusted.

[0098] It should be noted that during the different stages before and after the vehicle passes over the speed bump, the braking torque required by the driver needs to be concentrated and distributed to the wheels that will not contact the speed bump in the next stage (in this step S402, the next stage is when the front wheels pass over the speed bump, and the wheels that will not contact the speed bump are the rear wheels of the vehicle). The damping of the front and rear suspensions is adjusted to reduce the impact of the speed bump on the wheels, suppress vehicle pitch, reduce the risk of wheel bouncing and suspension, and ensure that the wheels providing braking torque (when the front wheels pass over the speed bump in the next stage, the braking torque is temporarily provided by the rear wheels) have good ground contact.

[0099] In addition, in terms of technical feasibility, since the braking deceleration during daily driving is usually between 0.1g and 0.3g, the braking torque can be entirely provided by the energy recovery of the motor. Furthermore, the torque response time of the motor and the damping response time of the electronically controlled shock absorber are usually tens of milliseconds, which is sufficient to complete the adjustment action when passing through speed bumps.

[0100] Step S403: When the front wheels of the vehicle are passing over a speed bump, increase the torque of the front axle motor, decrease the torque of the rear axle motor, and control the front suspension damping of the vehicle to be greater than the rear suspension damping.

[0101] Specifically, the vehicle motion controller (VMC) is connected to the vehicle's integrated brake control unit (IBCU). The VMC receives wheel status information sent by the IBCU and determines whether the front and rear wheels of the vehicle are passing over a speed bump based on the wheel status information.

[0102] It should be noted that the wheel status information is obtained by the Integrated Brake Controller (IBCU) by comparing the vehicle's wheel speed, wheel acceleration, and slip ratio with preset wheel speed, preset wheel acceleration, and preset slip ratio respectively. The IBCU filters and calculates the signals from the wheel speed sensors to obtain the wheel speed, wheel acceleration, and slip ratio of each wheel. When one or more of these exceed the calibrated threshold, it is considered that the wheel is passing over a speed bump, and the status of that wheel is sent to the Vehicle Control Center (VMC).

[0103] This embodiment uses the vehicle's existing integrated brake controller to obtain wheel status information based on wheel speed, wheel acceleration, and slip ratio. This makes it easier for the vehicle motion controller to determine whether the front and rear wheels are passing over a speed bump. No additional hardware is required, resulting in lower costs and ease of implementation.

[0104] Specifically, at the current stage, the braking torque required by the driver needs to be concentrated and distributed to the wheels that will not contact the speed bump in the next stage (in this step S403, the next stage is when the rear wheels pass through the speed bump, and the wheels that will not contact the speed bump are the front wheels of the vehicle), and the damping of the front and rear suspensions is adjusted to reduce the impact of the speed bump on the wheels, suppress vehicle pitch, reduce the risk of wheel bounce and suspension, and ensure that the wheels providing braking torque (when the rear wheels pass through the speed bump, the front wheels temporarily provide braking torque) have good ground contact.

[0105] Step S404: When the rear wheels of the vehicle are passing over the speed bump, the motor torque and suspension damping of the vehicle are restored to their initial states based on the initial state parameters.

[0106] Specifically, the initial state of the vehicle before damping and torque adjustment can be recorded in the initial state parameters. This allows the vehicle's motor torque and suspension damping to be restored to their initial state when the rear wheels pass over a speed bump, ensuring consistency in the vehicle's state before and after passing over the speed bump.

[0107] On the one hand, compared with the method in related technologies that calculates the collision time of the speed bump by measuring its width and height and divides the vehicle control stages based on the collision time, this embodiment divides the different stages of vehicle control by calculating the distance between the front wheels of the vehicle and the speed bump when the vehicle starts to be controlled in the future, as well as the time when the front / rear wheels of the vehicle pass through the speed bump. This method is not limited by the width and height of the speed bump and can achieve the effect of preventing the vehicle from lurching forward.

[0108] On the other hand, when a vehicle passes over a speed bump, the relevant technology distributes driving and braking forces to each wheel. However, applying driving force to other wheels when one wheel is suspended in the air can cause those wheels to continue moving under the driving force, making the vehicle more prone to lurching forward. Although applying braking force to the wheels helps maintain vehicle stability, the relevant technology maintains stability by distributing braking force to the wheels about to pass over the speed bump to prevent the wheels from being suspended in the air. Furthermore, the relevant technology does not design the specific distribution of braking force between the front and rear wheels, which can easily lead to the braking force applied to the wheels not matching the braking torque required by the driver, greatly affecting the driver's driving experience.

[0109] Compared to related technologies, the embodiments of this invention concentrate the braking torque required by the driver onto other wheels that will not contact the speed bump in the next stage when the wheels pass over it. In other words, this invention does not prevent wheels from swerving, but rather enhances the grip of other wheels that are not swerving, thus preventing the vehicle from lurching forward. Simultaneously, distributing braking force according to the driver's required braking torque better matches the driver's needs, improving driving comfort. Furthermore, by restoring the vehicle's state before and after passing over the speed bump, it ensures consistency in the vehicle's condition, further enhancing the driving experience.

[0110] The vehicle control method for speed bump conditions provided in this embodiment determines a second distance between the front wheels and the speed bump when a speed bump is present in front of the vehicle, based on a first distance between the front wheels and the speed bump and the vehicle's initial state parameters. If the current distance is less than the second distance, the front axle motor torque is reduced, the rear axle motor torque is increased, and the front and rear suspension damping is adjusted to prevent the front wheels from lurching forward when passing the speed bump. When the front wheels pass the speed bump, the front axle motor torque is increased, the rear axle motor torque is decreased, and the front and rear suspension damping is adjusted to prevent the rear wheels from lurching forward when passing the speed bump. Finally, when the rear wheels pass the speed bump, the vehicle torque and damping are restored to their initial states to ensure consistency in the vehicle's state before and after passing the speed bump.

[0111] This embodiment provides a vehicle control method under speed bump conditions, which can be used for... Figure 1 The vehicle motion controller shown is such as an MCU or microcontroller. Figure 5 This is a flowchart of a vehicle control method under speed bump conditions according to an embodiment of the present invention, such as... Figure 5 As shown, the process includes the following steps:

[0112] Step S501: When there is a speed bump in front of the vehicle, obtain the first distance between the front wheel of the vehicle and the speed bump and the initial state parameters of the vehicle, and based on the initial state parameters and the first distance, determine the second distance between the front wheel of the vehicle and the speed bump when the motor torque and suspension damping of the vehicle are adjusted in the future.

[0113] Specifically, step S501 includes:

[0114] Step S5011: When there is a speed bump in front of the vehicle, obtain the first distance between the front wheel of the vehicle and the speed bump, as well as the initial state parameters of the vehicle.

[0115] like Figure 6As shown, the embodiments of the present invention are divided into four stages according to the time sequence of the vehicle's motion state: Stage 1 is from the time the intelligent driving system recognizes the speed bump in front to the time before starting to control torque and damping; Stage 2 is from the time the control of torque and damping begins to the time before the front wheel collides with the speed bump; Stage 3 is from the time the front wheel collides with the speed bump to the time before the rear wheel collides with the speed bump; and Stage 4 is from the time the rear wheel collides with the speed bump to the time when torque and damping are restored.

[0116] Specifically, when the VMC receives information that there is a speed bump ahead, it enters Phase 1. Phase 1 needs to estimate the starting distance of Phase 2, that is, the distance L2 from the speed bump to the front wheels when entering Phase 2. A diagram illustrating the estimation of the starting distance of Phase 2 is shown below. Figure 7 As shown, the current time is t, the time to enter stage 2 is t2, and the vehicle speed corresponding to time t2 is v2; the time to enter stage 3 is t3, and the vehicle speed corresponding to time t3 is v3. t23 represents the longest adjustment time required for stage 2.

[0117] Specifically, the initial state parameters mainly include the initial torque of the front axle motor, the initial torque of the rear axle motor, the initial damping of the front suspension, the initial damping of the rear suspension, vehicle speed, longitudinal acceleration, and other parameters. In addition, the VMC notifies the VCU of the torque distribution method in stage 1, and the VMC itself stores the front and rear suspension damping in stage 1.

[0118] In some optional implementations, the ADAS sends the current deceleration band to the first distance L to the front wheel in real time to the VMC, the IBCU sends the current vehicle speed v and longitudinal acceleration a to the VMC in real time, the VCU sends the current initial torque TF of the front axle motor and the initial torque TR of the rear axle motor to the VMC in real time, and the VMC obtains the current initial damping DF of the front suspension and the initial damping DR of the rear suspension in real time.

[0119] In addition, the preset torque change gradients of the front and rear motors are all calibrated values ​​kT, the preset damping change gradients of the front and rear suspensions are all calibrated values ​​kD, the target torque of the front axle in stage 2 is TF2 = 0, the target damping of the front suspension is calibrated value DF2, the target damping of the rear suspension is calibrated value DR2, and all calibration values ​​are stored in VMC.

[0120] Step S5012: Determine the torque adjustment time, front suspension damping adjustment time, and rear suspension damping adjustment time based on the initial state parameters, and determine the longest adjustment time based on the maximum value among the torque adjustment time, front suspension damping adjustment time, and rear suspension damping adjustment time.

[0121] In some optional implementations, step S5012 above includes:

[0122] Step a1: Calculate the torque adjustment time based on the ratio of the initial torque of the front axle motor to the preset torque change gradient.

[0123] For example, the torque adjustment time tT2 of stage 2 can be calculated according to the following formula:

[0124]

[0125] Step a2: Based on the ratio of the difference between the initial damping of the front suspension and the first preset damping (i.e., the target damping DF2 of the front suspension in stage 2) to the preset damping change gradient, the front suspension damping adjustment time is calculated.

[0126] For example, the front suspension damping adjustment time tDF2 in stage 2 can be calculated according to the following formula:

[0127]

[0128] Step a3: Based on the ratio of the difference between the initial damping and the second preset damping (i.e., the target damping DR2 of the rear suspension in stage 2) to the preset damping change gradient, the rear suspension damping adjustment time is calculated.

[0129] For example, the rear suspension damping adjustment time tDR2 for stage 2 can be calculated according to the following formula:

[0130]

[0131] Step a4: Determine the longest adjustment time based on the maximum value among the torque adjustment time, the front suspension damping adjustment time, and the rear suspension damping adjustment time.

[0132] For example, the longest adjustment time t23 required for stage 2 is:

[0133] t23=t3–t2=max[tT2, tDF2, tDR2]

[0134] This embodiment calculates the torque adjustment time, the front suspension damping adjustment time, and the rear suspension damping adjustment time to determine the longest adjustment time from the start of adjustment to when the front wheels pass over the speed bump, so as to adjust the torque and damping in time before the front wheels pass over the speed bump.

[0135] Step S5013: Based on the initial state parameters, the first distance, and the longest adjustment time, calculate the second distance between the front wheels of the vehicle and the speed bump when the vehicle's motor torque and suspension damping are adjusted in the future.

[0136] In some optional implementations, step S5013 above includes:

[0137] Step b1: Calculate the moment when the vehicle's front wheels reach the speed bump based on the vehicle speed, longitudinal acceleration, and the first distance.

[0138] For example, the estimated time t3 when the front wheels reach the speed bump is:

[0139]

[0140] Step b2: Based on the vehicle speed, longitudinal acceleration, longest adjustment time, and the moment when the vehicle's front wheels reach the speed bump, calculate the second distance between the vehicle's front wheels and the speed bump when the vehicle's motor torque and suspension damping are adjusted in the future.

[0141] For example, the starting distance of stage 2, that is, the second distance L2 between the front wheels of the vehicle and the speed bump when the vehicle's motor torque and suspension damping begin to be adjusted in the future, is:

[0142]

[0143] Where c is the margin, which can be calibrated.

[0144] This embodiment calculates the moment when the vehicle's front wheels reach the speed bump, and determines the second distance between the vehicle's front wheels and the speed bump at the start of adjustment based on vehicle speed, longitudinal acceleration, and the longest adjustment time. It is simple and efficient.

[0145] In this embodiment, by determining the longest adjustment time from the start of adjustment to when the vehicle's front wheels pass over the speed bump, and by calculating the second distance between the vehicle's front wheels and the speed bump at the start of adjustment based on the vehicle's initial state parameters and the first distance, it is convenient to control the vehicle in a timely manner before the front wheels pass over the speed bump.

[0146] In step S502, when the first distance is detected to be less than the second distance, the torque of the front axle motor of the vehicle is reduced, the torque of the rear axle motor of the vehicle is increased, and the damping of the front suspension of the vehicle is controlled to be less than the damping of the rear suspension.

[0147] Specifically, the body motion controller is connected to the vehicle's overall controller, and step S502 includes:

[0148] Step S5021: When the first distance is detected to be less than the second distance, the first torque distribution method and the preset torque change gradient are sent to the vehicle controller so that the vehicle controller can gradually and completely transfer the torque of the front axle motor to the torque of the rear axle motor based on the driver's required torque, the first torque distribution method and the preset torque change gradient.

[0149] Among them, the sum of the front axle motor torque and the rear axle motor torque is the torque required by the driver, and the first torque distribution method is used to characterize the proportion of the front axle motor torque and the rear axle motor torque in the torque required by the driver.

[0150] For example, when the VMC receives a signal from the ADAS indicating that the speed bump has reached the front wheel at a distance L < L2, it enters Phase 2. The VMC sends the first torque distribution method for Phase 2 (0% torque for the front axle motor and 100% torque for the rear axle motor) and the preset torque change gradient kT (calibrated value) to the VCU. The VCU gradually decreases the torque of the front axle motor and increases the torque of the rear axle motor according to the preset torque change gradient. At the same time, the VCU needs to ensure that the sum of the torques of the front and rear axle motors is always equal to the torque required by the driver.

[0151] Step S5022: Adjust the front suspension damping to the first preset damping corresponding to the front suspension when the front wheels of the vehicle pass over the speed bump, and adjust the rear suspension damping to the second preset damping corresponding to the rear suspension when the front wheels of the vehicle pass over the speed bump.

[0152] Wherein, the first preset damping is less than or equal to the second preset damping.

[0153] For example, VMC controls the suspension damping so that the front suspension damping is the first preset damping, i.e., the calibration value DF2, and the rear suspension damping is the second preset damping, i.e., the calibration value DR2, and DF2 ≤ DR2 must be satisfied.

[0154] In this embodiment of the invention, the vehicle motion controller requests the vehicle controller to gradually decrease the torque of the front axle motor and increase the torque of the rear axle motor according to a preset torque change gradient. This gradually and completely transfers the torque from the front axle motor to the rear axle motor, concentrating the torque required by the driver on the rear wheels that will not come into contact with the speed bump in the next stage, thus preventing the vehicle from lurching forward. Simultaneously, the damping of the rear suspension is increased to reduce the impact of the speed bump on the wheels, suppress vehicle pitch, reduce the risk of wheels bouncing and becoming airborne, and ensure good ground contact for the rear wheels providing braking torque when the front wheels subsequently pass over the speed bump.

[0155] Step S503: When the front wheels of the vehicle are passing over a speed bump, increase the torque of the front axle motor, decrease the torque of the rear axle motor, and control the front suspension damping of the vehicle to be greater than the rear suspension damping.

[0156] Specifically, step S503 includes:

[0157] Step S5031: When the front wheels of the vehicle are passing over a speed bump, the second torque distribution method and the preset torque change gradient are sent to the vehicle controller so that the vehicle controller can gradually and completely transfer the torque of the rear axle motor to the torque of the front axle motor based on the driver's required torque, the second torque distribution method and the preset torque change gradient.

[0158] Among them, the sum of the front axle motor torque and the rear axle motor torque is the torque required by the driver, and the second torque distribution method is used to characterize the proportion of the front axle motor torque and the rear axle motor torque in the torque required by the driver.

[0159] For example, when the VMC receives information from the IBCU that the front wheels are going over a speed bump, it enters phase 3. The VMC sends the second torque distribution method of phase 3 (100% torque for the front axle motor and 0% torque for the rear axle motor) and the preset torque change gradient kT (calibration value) to the VCU. The VCU gradually increases the torque of the front axle motor and decreases the torque of the rear axle motor according to the preset torque change gradient. At the same time, the VCU needs to ensure that the sum of the torques of the front and rear axle motors is always equal to the torque required by the driver.

[0160] Step S5032: Adjust the front suspension damping to the third preset damping corresponding to the front suspension when the vehicle's rear wheels pass over the speed bump, and adjust the rear suspension damping to the fourth preset damping corresponding to the rear suspension when the vehicle's rear wheels pass over the speed bump.

[0161] Among them, the third preset damping is greater than or equal to the fourth preset damping.

[0162] For example, VMC controls the suspension damping so that the front suspension damping is the third preset damping, i.e., the calibration value DF3, and the rear suspension damping is the fourth preset damping, i.e., the calibration value DR3, and DF3 ≥ DR3 must be satisfied.

[0163] In this embodiment of the invention, the vehicle motion controller requests the vehicle controller to gradually increase the torque of the front axle motor and decrease the torque of the rear axle motor according to a preset torque change gradient. This gradually and completely transfers the torque from the rear axle motor to the front axle motor, concentrating the torque required by the driver on the front wheels that will not come into contact with the speed bump in the next stage, thus preventing the vehicle from lurching forward. Simultaneously, increasing the damping of the front suspension reduces the impact of the speed bump on the wheels, suppresses vehicle pitch, reduces the risk of wheels bouncing and becoming airborne, and ensures good ground contact for the front wheels providing braking torque when the rear wheels pass over the speed bump.

[0164] Step S504: When the rear wheels of the vehicle are passing over the speed bump, the motor torque and suspension damping of the vehicle are restored to their initial states based on the initial state parameters.

[0165] Specifically, step S504 includes:

[0166] Step S5041: Send the initial torque of the front axle motor and the initial torque of the rear axle motor to the vehicle controller, so that the vehicle controller adjusts the torque of the front axle motor to the initial torque of the front axle motor and adjusts the torque of the rear axle motor to the initial torque of the rear axle motor.

[0167] For example, when the VMC receives information from the IBCU that the rear wheels are going over a speed bump, it enters phase 4. The VMC instructs the VCU to restore the torque distribution mode stored in phase 1. In addition, the VCU needs to ensure that the sum of the torques of the front and rear axle motors is always equal to the torque required by the driver.

[0168] Step S5042: Adjust the front suspension damping to the initial front suspension damping and adjust the rear suspension damping to the initial rear suspension damping.

[0169] For example, the VMC controls the recovery phase 1 of the front and rear suspension damping. When the VMC receives the torque distribution mode from the VCU indicating that the recovery is complete, and the VMC detects that the front and rear suspension damping recovery is complete, phase 4 ends. At this point, the control method flow of this embodiment of the invention concludes.

[0170] In this embodiment of the invention, when the rear wheels of a vehicle are passing over a speed bump, the damping of the front and rear suspensions and the torque of the front and rear axle motors are restored to their initial state before the vehicle passes over the speed bump, ensuring the consistency of the vehicle's state before and after passing over the speed bump, which is beneficial to improving the user's driving experience.

[0171] The vehicle control method for speed bump conditions provided in this embodiment determines a second distance between the front wheels and the speed bump when a speed bump is in front of the vehicle, based on a first distance between the front wheels and the speed bump and the vehicle's initial state parameters. If the current distance is less than the second distance, the torque of the front axle motor is fully transferred to the rear axle motor, and the rear suspension damping is increased to prevent the front wheels from lurching forward when passing the speed bump. When the front wheels pass the speed bump, the torque of the rear axle motor is fully transferred to the front axle motor, and the front suspension damping is increased to prevent the rear wheels from lurching forward when passing the speed bump. Finally, when the rear wheels pass the speed bump, the vehicle torque and damping are restored to their initial states, ensuring consistency in the vehicle's state before and after passing the speed bump, thereby improving the user experience.

[0172] The following detailed explanation of vehicle control under speed bump conditions using a specific application example is provided. Figure 8 As shown, this application example includes the following steps:

[0173] Step 1: When the intelligent driving system detects a speed bump ahead, it enters Phase 1. Based on the current first distance between the speed bump and the front wheels (provided by the intelligent driving system), vehicle speed, longitudinal acceleration, front and rear axle motor torque, and front and rear suspension damping, the starting distance for Phase 2 is estimated in real time. This is the second distance between the front wheels and the speed bump when the vehicle's motor torque and suspension damping begin to be adjusted in the future.

[0174] Step 2: When the distance from the speed bump to the front wheel is less than the starting distance of Step 2, proceed to Step 2. Transfer the torque of the front axle motor to the rear axle, while keeping the sum of the motor torques of the front and rear axles constant; adjust the front suspension damping to a smaller value and the rear suspension damping to a larger value.

[0175] Step 3: When the front wheel passes over the speed bump, proceed to stage 3. Transfer the rear axle motor torque to the front axle, while keeping the sum of the motor torques on the front and rear axles constant; adjust the front suspension damping to a larger value and the rear suspension damping to a smaller value.

[0176] Step 4: When the rear wheels pass over the speed bump, enter stage 4. Control the torque distribution between the front and rear axles and the damping of the front and rear suspensions to restore them to the state before entering stage 2, i.e., the initial state of stage 1. After restoration is complete, exit stage 4, and the control process ends.

[0177] This invention proposes a distributed drive torque distribution control method and a suspension damping adjustment control method to prevent vehicle lurching under speed bump conditions. The method ensures that the braking torque of the entire vehicle is always distributed to the wheels with good ground contact, and its magnitude is always consistent with the driver's request or intention, thereby effectively solving the problem of lurching caused by loss of braking torque due to suspended wheels.

[0178] This embodiment also provides a vehicle control device for speed bump conditions. This device is used to implement the above embodiments and preferred embodiments, and details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0179] This embodiment provides a vehicle control device for speed bump conditions, such as... Figure 9 As shown, it includes:

[0180] The first processing module 901 is used to obtain the first distance between the front wheel of the vehicle and the speed bump and the initial state parameters of the vehicle when there is a speed bump in front of the vehicle, and to determine the second distance between the front wheel of the vehicle and the speed bump when the vehicle's motor torque and suspension damping are adjusted in the future based on the initial state parameters and the first distance.

[0181] The second processing module 902 is used to reduce the torque of the front axle motor of the vehicle, increase the torque of the rear axle motor of the vehicle, and control the front suspension damping of the vehicle to be less than the rear suspension damping when the first distance is detected to be less than the second distance.

[0182] The third processing module 903 is used to increase the torque of the front axle motor and decrease the torque of the rear axle motor when the front wheels of the vehicle are going over a speed bump, and to control the front suspension damping of the vehicle to be greater than the rear suspension damping.

[0183] The fourth processing module 904 is used to restore the vehicle's motor torque and suspension damping to their initial state based on the initial state parameters when the vehicle's rear wheels are passing over a speed bump.

[0184] In some alternative implementations, the vehicle motion controller is connected to the vehicle's integrated brake controller; the device is also used for:

[0185] Receive wheel status information sent by the integrated brake controller; the wheel status information is obtained by the integrated brake controller by comparing the vehicle's wheel speed, wheel acceleration, and slip ratio with preset wheel speed, preset wheel acceleration, and preset slip ratio respectively;

[0186] Based on the wheel status information, determine whether the front and rear wheels of the vehicle are going over a speed bump.

[0187] In some optional implementations, the first processing module 901 is further configured to:

[0188] The torque adjustment time, front suspension damping adjustment time, and rear suspension damping adjustment time are determined based on the initial state parameters, and the longest adjustment time is determined based on the maximum value among the torque adjustment time, front suspension damping adjustment time, and rear suspension damping adjustment time.

[0189] Based on the initial state parameters, the first distance, and the longest adjustment time, calculate the second distance between the front wheels of the vehicle and the speed bump when the vehicle's motor torque and suspension damping begin to be adjusted in the future.

[0190] In some optional implementations, the initial state parameters include the initial torque of the front axle motor, the initial damping of the front suspension, and the initial damping of the rear suspension; the first processing module 901 is further configured to:

[0191] The torque adjustment time is calculated based on the ratio of the initial torque of the front axle motor to the preset torque change gradient.

[0192] The front suspension damping adjustment time is calculated based on the ratio of the difference between the initial damping and the first preset damping to the preset damping change gradient.

[0193] The rear suspension damping adjustment time is calculated based on the ratio of the difference between the initial and second preset damping of the rear suspension to the preset damping change gradient.

[0194] In some optional implementations, the initial state parameters also include vehicle speed and longitudinal acceleration; the first processing module 901 is further configured to:

[0195] The moment when the vehicle's front wheels reach the speed bump is calculated based on the vehicle speed, longitudinal acceleration, and initial distance.

[0196] Based on vehicle speed, longitudinal acceleration, longest adjustment time, and the moment when the vehicle's front wheels reach the speed bump, the second distance between the vehicle's front wheels and the speed bump is calculated when the vehicle's motor torque and suspension damping begin to be adjusted in the future.

[0197] In some alternative implementations, the vehicle motion controller is connected to the vehicle's advanced driver assistance system; the device is also used for:

[0198] Receives speed bump information from the advanced driver assistance system; the speed bump information is obtained by the advanced driver assistance system through image recognition based on the collected environmental images;

[0199] Based on the speed bump information, determine whether there is a speed bump in front of the vehicle.

[0200] In some optional implementations, the body motion controller is connected to the vehicle's overall controller; the second processing module 902 is further configured to:

[0201] The first torque distribution method and the preset torque change gradient are sent to the vehicle controller so that the vehicle controller can gradually and completely transfer the torque of the front axle motor to the torque of the rear axle motor based on the driver's required torque, the first torque distribution method and the preset torque change gradient; wherein, the sum of the torque of the front axle motor and the torque of the rear axle motor is the torque required by the driver, and the first torque distribution method is used to characterize the proportion of the torque of the front axle motor and the torque of the rear axle motor in the torque required by the driver.

[0202] The front suspension damping is adjusted to the first preset damping corresponding to the front wheels of the vehicle when they pass over a speed bump, and the rear suspension damping is adjusted to the second preset damping corresponding to the front wheels of the vehicle when they pass over a speed bump; wherein the first preset damping is less than or equal to the second preset damping.

[0203] In some optional implementations, the third processing module 903 is further configured to:

[0204] The second torque distribution method and the preset torque change gradient are sent to the vehicle controller so that the vehicle controller can gradually and completely transfer the torque of the rear axle motor to the torque of the front axle motor based on the driver's required torque, the second torque distribution method and the preset torque change gradient; wherein, the sum of the torque of the front axle motor and the torque of the rear axle motor is the torque required by the driver, and the second torque distribution method is used to characterize the proportion of the torque of the front axle motor and the torque of the rear axle motor in the torque required by the driver.

[0205] The front suspension damping is adjusted to the third preset damping corresponding to the rear wheels of the vehicle when they pass over a speed bump, and the rear suspension damping is adjusted to the fourth preset damping corresponding to the rear wheels of the vehicle when they pass over a speed bump; wherein the third preset damping is greater than or equal to the fourth preset damping.

[0206] In some optional implementations, the initial state parameters include the initial torque of the front axle motor, the initial torque of the rear axle motor, the initial damping of the front suspension, and the initial damping of the rear suspension; the fourth processing module 904 is also used for:

[0207] The initial torque of the front axle motor and the initial torque of the rear axle motor are sent to the vehicle controller so that the vehicle controller adjusts the torque of the front axle motor to the initial torque of the front axle motor and the torque of the rear axle motor to the initial torque of the rear axle motor.

[0208] Adjust the front suspension damping to the initial front suspension damping, and adjust the rear suspension damping to the initial rear suspension damping.

[0209] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0210] In this embodiment, the vehicle control device under the speed bump condition is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0211] This invention also provides a vehicle body motion controller, which has the above-described features. Figure 9 The vehicle control device shown is used when encountering a speed bump.

[0212] Please see Figure 10 , Figure 10 This is a schematic diagram of the structure of a vehicle motion controller provided in an optional embodiment of the present invention, such as... Figure 10 As shown, the vehicle motion controller includes one or more processors 10, a memory 20, and interfaces for connecting the various components, including high-speed interfaces and low-speed interfaces. The various components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the vehicle motion controller, including instructions stored in or on the memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative embodiments, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple devices can be connected, each providing some of the necessary operations (e.g., as a server array, a set of blade servers, or a multiprocessor system). Figure 10 Take a processor 10 as an example.

[0213] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0214] The memory 20 stores instructions executable by at least one processor 10 to cause the at least one processor 10 to perform the method shown in the above embodiments.

[0215] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the vehicle motion controller, etc. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transient memory, such as at least one disk storage device, flash memory device, or other non-transient solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the vehicle motion controller via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0216] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0217] The vehicle motion controller also includes a communication interface 30 for communicating with other devices or communication networks.

[0218] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0219] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0220] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle control method under speed bump conditions, characterized in that, Applied to a vehicle motion controller, the method includes: When there is a speed bump in front of the vehicle, the first distance between the front wheel of the vehicle and the speed bump and the initial state parameters of the vehicle are obtained. Based on the initial state parameters and the first distance, the second distance between the front wheel of the vehicle and the speed bump is determined when the motor torque and suspension damping of the vehicle are adjusted in the future. When the first distance is detected to be less than the second distance, the torque of the front axle motor of the vehicle is reduced, the torque of the rear axle motor of the vehicle is increased, and the damping of the front suspension of the vehicle is controlled to be less than that of the rear suspension. When the vehicle's front wheels are going over the speed bump, increase the torque of the vehicle's front axle motor, decrease the torque of the vehicle's rear axle motor, and control the vehicle's front suspension damping to be greater than the rear suspension damping. When the vehicle's rear wheels are passing over the speed bump, the vehicle's motor torque and suspension damping are restored to their initial states based on the initial state parameters.

2. The method according to claim 1, characterized in that, The vehicle motion controller is connected to the vehicle's overall controller; the steps of reducing the torque of the vehicle's front axle motor, increasing the torque of the vehicle's rear axle motor, and controlling the front suspension damping to be less than the rear suspension damping include: The first torque distribution method and the preset torque change gradient are sent to the vehicle controller so that the vehicle controller can gradually and completely transfer the torque of the front axle motor to the torque of the rear axle motor based on the driver's required torque, the first torque distribution method and the preset torque change gradient; wherein, the sum of the torque of the front axle motor and the torque of the rear axle motor is the torque required by the driver, and the first torque distribution method is used to characterize the proportion of the torque of the front axle motor and the torque of the rear axle motor in the torque required by the driver; The front suspension damping is adjusted to a first preset damping corresponding to the front suspension when the vehicle's front wheels pass over a speed bump, and the rear suspension damping is adjusted to a second preset damping corresponding to the rear suspension when the vehicle's front wheels pass over a speed bump; wherein, the first preset damping is less than the second preset damping.

3. The method according to claim 2, characterized in that, The method of increasing the torque of the vehicle's front axle motor, decreasing the torque of the vehicle's rear axle motor, and controlling the front suspension damping to be greater than the rear suspension damping includes: The second torque distribution method and the preset torque change gradient are sent to the vehicle controller so that the vehicle controller can gradually and completely transfer the torque of the rear axle motor to the torque of the front axle motor based on the driver's required torque, the second torque distribution method and the preset torque change gradient; wherein, the sum of the torque of the front axle motor and the torque of the rear axle motor is the torque required by the driver, and the second torque distribution method is used to characterize the proportion of the torque of the front axle motor and the torque of the rear axle motor in the torque required by the driver; The front suspension damping is adjusted to the third preset damping corresponding to the rear wheels of the vehicle when they pass over a speed bump, and the rear suspension damping is adjusted to the fourth preset damping corresponding to the rear wheels of the vehicle when they pass over a speed bump; wherein the third preset damping is greater than the fourth preset damping.

4. The method according to claim 2, characterized in that, The determination of the second distance between the front wheels of the vehicle and the speed bump when the vehicle's motor torque and suspension damping begin to be adjusted in the future, based on initial state parameters and a first distance, includes: The torque adjustment time, front suspension damping adjustment time, and rear suspension damping adjustment time are determined based on the initial state parameters, and the longest adjustment time is determined based on the maximum value among the torque adjustment time, front suspension damping adjustment time, and rear suspension damping adjustment time. Based on the initial state parameters, the first distance, and the longest adjustment time, calculate the second distance between the front wheels of the vehicle and the speed bump when the vehicle's motor torque and suspension damping begin to be adjusted in the future.

5. The method according to claim 4, characterized in that, The initial state parameters include the initial torque of the front axle motor, the initial damping of the front suspension, and the initial damping of the rear suspension; determining the torque adjustment time, the front suspension damping adjustment time, and the rear suspension damping adjustment time based on the initial state parameters includes: The torque adjustment time is calculated based on the ratio of the initial torque of the front axle motor to the preset torque change gradient. The front suspension damping adjustment time is calculated based on the ratio of the difference between the initial damping and the first preset damping to the preset damping change gradient. The rear suspension damping adjustment time is calculated based on the ratio of the difference between the initial and second preset damping of the rear suspension to the preset damping change gradient.

6. The method according to claim 5, characterized in that, The initial state parameters also include vehicle speed and longitudinal acceleration; the calculation of the second distance between the front wheels of the vehicle and the speed bump when the vehicle's motor torque and suspension damping begin to be adjusted in the future, based on the initial state parameters, the first distance, and the longest adjustment time, includes: The moment when the vehicle's front wheels reach the speed bump is calculated based on the vehicle speed, the longitudinal acceleration, and the first distance. Based on the vehicle speed, the longitudinal acceleration, the longest adjustment time, and the moment when the vehicle's front wheels reach the speed bump, a second distance between the vehicle's front wheels and the speed bump is calculated when the vehicle's motor torque and suspension damping begin to be adjusted in the future.

7. The method according to any one of claims 2 to 4, characterized in that, The initial state parameters include the initial torque of the front axle motor, the initial torque of the rear axle motor, the initial damping of the front suspension, and the initial damping of the rear suspension. The step of restoring the vehicle's motor torque and suspension damping to their initial states based on the initial state parameters includes: The initial torque of the front axle motor and the initial torque of the rear axle motor are sent to the vehicle controller so that the vehicle controller adjusts the torque of the front axle motor to the initial torque of the front axle motor and adjusts the torque of the rear axle motor to the initial torque of the rear axle motor. Adjust the front suspension damping to the initial front suspension damping, and adjust the rear suspension damping to the initial rear suspension damping.

8. The method according to any one of claims 2 to 4, characterized in that, The vehicle motion controller is connected to the vehicle's integrated brake controller; the method further includes: The system receives wheel status information from the integrated brake controller; the wheel status information is obtained by the integrated brake controller by comparing the vehicle's wheel speed, wheel acceleration, and slip ratio with preset wheel speed, preset wheel acceleration, and preset slip ratio respectively. Based on the wheel status information, determine whether the front and rear wheels of the vehicle are passing over a speed bump.

9. The method according to any one of claims 2 to 4, characterized in that, The vehicle motion controller is connected to the vehicle's advanced driver assistance system; the method further includes: Receives speed bump information sent by an advanced driver assistance system; the speed bump information is obtained by the advanced driver assistance system through image recognition based on collected environmental images; Based on the speed bump information, it is determined whether there is a speed bump in front of the vehicle.

10. A vehicle control device for speed bump conditions, characterized in that, The device, applied to a vehicle motion controller, includes: The first processing module is used to obtain a first distance between the front wheels of the vehicle and the speed bump and the initial state parameters of the vehicle when there is a speed bump in front of the vehicle, and to determine a second distance between the front wheels of the vehicle and the speed bump when the vehicle's motor torque and suspension damping are adjusted in the future based on the initial state parameters and the first distance. The second processing module is used to reduce the torque of the front axle motor of the vehicle, increase the torque of the rear axle motor of the vehicle, and control the front suspension damping of the vehicle to be less than the rear suspension damping when the first distance is detected to be less than the second distance. The third processing module is used to increase the torque of the front axle motor and decrease the torque of the rear axle motor when the front wheels of the vehicle are passing over the speed bump, and to control the front suspension damping of the vehicle to be greater than the rear suspension damping. The fourth processing module is used to restore the vehicle's motor torque and suspension damping to their initial states based on the initial state parameters when the vehicle's rear wheels are passing over the speed bump.

11. A vehicle, characterized in that, Including vehicle motion controller; The vehicle motion controller includes a memory and a processor, which are communicatively connected. The memory stores computer instructions, and the processor executes the computer instructions to perform the vehicle control method under the speed bump condition as described in any one of claims 1 to 9.

12. The vehicle according to claim 11, characterized in that, The vehicle also includes a vehicle controller, an integrated brake controller, and an advanced driver assistance system, wherein the vehicle controller, the integrated brake controller, and the advanced driver assistance system are respectively connected to the vehicle motion controller; The vehicle controller is used to adjust the torque of the front axle motor and the rear axle motor of the vehicle. The integrated brake controller is used to compare the vehicle's wheel speed, wheel acceleration, and slip ratio with preset wheel speed, preset wheel acceleration, and preset slip ratio respectively, and send the obtained wheel state information to the vehicle motion controller. The advanced driver assistance system is used to perform image recognition based on the acquired environmental images and send the obtained speed bump information to the vehicle motion controller.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to execute the vehicle control method under the speed bump condition as described in any one of claims 1 to 9.

14. A computer program product, characterized in that, Includes computer instructions for causing a computer to execute the vehicle control method under the speed bump condition as described in any one of claims 1 to 9.

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