Vehicle, suspension control method, device and system thereof, suspension system and storage medium

Abstract

The invention discloses a vehicle, a suspension control method, device and system thereof, a suspension system and a storage medium. The embodiment of the invention provides a suspension control method of a vehicle. The vehicle comprises a vehicle body, wheels mounted on the vehicle body, a suspension connecting the wheels and the vehicle body, and at least two motors mounted on the suspension and used for outputting driving force to the wheels. The wheels include at least one first wheel, the first wheel being all or a part of all wheels in the vehicle. The suspension control method comprises the steps that the state relation between a first wheel and a vehicle body is obtained; the distribution proportion of the driving force of the at least two motors is adjusted according to the state relation between the first wheel and the vehicle body; and controlling the at least two motors to output driving force according to the adjusted distribution proportion. In this way, the proportional distribution of the driving force of each wheel is more accurate, and the vehicle can climb rocks and surmount obstacles more smoothly.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle suspension control method, a vehicle suspension control device, a vehicle suspension control system, a vehicle suspension system, a vehicle and a computer-readable storage medium. Background Art

[0002] When a vehicle passes through an area with many obstacles, such as stones (hereinafter referred to as a "rocky area"), it will be hindered by the stones and the wheels will spin and slip, or even get stuck, causing the vehicle to be unable to travel normally (rock climbing and obstacle crossing). At present, the vehicle can be equipped with a differential lock. When the vehicle slips, the differential lock is turned on, and the differential lock is used to change the distribution ratio of driving force between the slipping wheels and the non-slipping wheels to overcome the vehicle slippage and complete rock climbing and obstacle crossing. However, on the one hand, the vehicle's differential lock will increase the hardware cost of the vehicle. On the other hand, because the state relationship between the wheels and the vehicle body is not taken into account, the differential lock is not accurate in the proportional distribution of driving force to each wheel, resulting in the vehicle being unable to overcome slippage, and thus making it impossible for the vehicle to smoothly achieve rock climbing and obstacle crossing. Summary of the invention

[0003] The present application provides a suspension control method for a vehicle, a suspension control device for a vehicle, a suspension control system for a vehicle, a suspension system for a vehicle, a vehicle and a computer-readable storage medium to solve at least one of the above-mentioned technical problems.

[0004] In a first aspect, an embodiment of the present application provides a suspension control method for a vehicle. The vehicle includes a vehicle body, wheels mounted on the vehicle body, a suspension connecting the wheels and the vehicle body, and at least two motors mounted on the suspension and used to output driving force to the wheels; the wheels include at least one first wheel, and the first wheel is all the wheels in the vehicle or a part of all the wheels. The suspension control method includes: obtaining a state relationship between the first wheel and the vehicle body; adjusting the distribution ratio between the driving forces of at least two of the motors according to the state relationship between the first wheel and the vehicle body; and controlling at least two of the motors to output driving force according to the adjusted distribution ratio.

[0005] In some embodiments, obtaining the state relationship between the first wheel and the vehicle body includes: obtaining a change in the relative position between the vehicle body and each of the first wheels; and determining the state relationship between each of the first wheels and the vehicle body based on the change in the relative position.

[0006] In some embodiments, obtaining a change in the relative position between the vehicle body and each of the first wheels includes: obtaining a change in the relative position between the vehicle body and each of the first wheels when the vehicle enters a rock mode.

[0007] In certain embodiments, the vehicle further comprises a first link and a second link, one end of the first link being rotatably connected to one end of the second link, the other end of the first link being connected to the suspension, and the other end of the second link being connected to the vehicle body or a subframe of the suspension; the relative position between the vehicle body and each of the first wheels comprises a relative distance between the vehicle body and each of the first wheels in a height direction of the vehicle; obtaining a change in the relative position between the vehicle body and each of the first wheels comprises: obtaining a change in an angle between the first link and the second link.

[0008] In some embodiments, obtaining a change in the relative position between the vehicle body and each of the first wheels further includes:

[0009] When the angle increases, determining that the relative distance between the vehicle body and each of the first wheels in the vehicle height direction increases; and / or

[0010] When the angle decreases, it is determined that the relative distance between the vehicle body and each of the first wheels in the vehicle height direction decreases.

[0011] In certain embodiments, the vehicle body includes a vehicle body shell and a subframe, and the suspension includes a control arm connecting the subframe and each of the first wheels; the vehicle also includes a relative position detection component, and the relative position detection component includes the first link, the second link and a detector, one end of the first link is connected to the control arm, and one end of the second link is connected to the vehicle body or the subframe, and the detector is arranged at the junction of the first link and the second link, and is used to detect the angle between the first link and the second link.

[0012] In some embodiments, the relative position between the vehicle body and each of the first wheels includes a relative distance between the vehicle body and each of the first wheels in the vehicle height direction; and determining the state relationship between each of the first wheels and the vehicle body according to a change in the relative position includes:

[0013] determining that the first wheel jumps relative to the vehicle body when the relative distance between the vehicle body and each of the first wheels decreases; and

[0014] When the relative distance between the vehicle body and each of the first wheels increases, it is determined that the first wheel jumps downward relative to the vehicle body.

[0015] In some embodiments, the first wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel; the state relationship between the first wheels and the vehicle body includes the first wheel jumping relative to the vehicle body and the first wheel jumping relative to the vehicle body; and adjusting the distribution ratio between the driving forces of at least two of the motors according to the state relationship between each of the first wheels and the vehicle body includes:

[0016] In the case that the left front wheel and the right front wheel both jump down relative to the vehicle body, and the left rear wheel and the right rear wheel both jump up relative to the vehicle body, the driving force distribution ratio of the motor for driving the left rear wheel and the driving force distribution ratio of the motor for driving the right rear wheel are increased, and the driving force distribution ratio of the motor driving the left front wheel and the driving force distribution ratio of the motor driving the right front wheel are reduced, and the driving force distribution ratio of the motor driving the left front wheel and the driving force distribution ratio of the motor driving the right front wheel are reduced by the same amount; and / or

[0017] In the case that the left rear wheel and the right rear wheel both jump down relative to the vehicle body, and the left front wheel and the right front wheel both jump up relative to the vehicle body, the distribution ratio of the driving force of the motor used to drive the left front wheel and the distribution ratio of the driving force of the motor used to drive the right front wheel are increased, and the distribution ratio of the driving force of the motor used to drive the left rear wheel and the distribution ratio of the driving force of the motor used to drive the right rear wheel are reduced, and the distribution ratio of the driving force of the motor driving the left rear wheel and the distribution ratio of the driving force of the motor driving the right rear wheel are reduced equally; and / or

[0018] In the case where both the right front wheel and the left rear wheel jump up relative to the vehicle body, and both the right rear wheel and the left front wheel jump down relative to the vehicle body, increasing the distribution ratio of the driving force of the motor used to drive the left rear wheel, decreasing the distribution ratio of the driving force of the motor used to drive the right rear wheel, and decreasing the distribution ratio of the driving force of the motor used to drive the left front wheel; and / or

[0019] In the case where both the left front wheel and the right rear wheel jump up relative to the vehicle body, and both the right front wheel and the left rear wheel jump down relative to the vehicle body, increasing the distribution ratio of the driving force of the motor used to drive the right rear wheel, decreasing the distribution ratio of the driving force of the motor used to drive the left rear wheel, and decreasing the distribution ratio of the driving force of the motor used to drive the right front wheel; and / or

[0020] When the left front wheel, the right front wheel, the left rear wheel and the right rear wheel jump up or down relative to the vehicle body in other combinations, the driving force distribution ratio of each of the motors is kept unchanged.

[0021] In some embodiments, the state relationship between the first wheel and the vehicle body includes the first wheel jumping up relative to the vehicle body and the first wheel jumping down relative to the vehicle body; the first wheel includes a left front wheel, a right front wheel, a left rear wheel and a right rear wheel, and the motor includes a first motor for driving the left rear wheel, a second motor for driving the right rear wheel and a third motor for driving the left front wheel and the right front wheel; the adjusting the distribution ratio between the driving forces of at least two of the motors according to the state relationship between each of the first wheels and the vehicle body includes:

[0022] When the left front wheel and the right front wheel both jump down relative to the vehicle body, and the left rear wheel and the right rear wheel both jump up relative to the vehicle body, increasing the driving force distribution ratio of the first motor and the driving force distribution ratio of the second motor, and reducing the driving force distribution ratio of the third motor; and / or

[0023] When the left rear wheel and the right rear wheel both jump down relative to the vehicle body, and the left front wheel and the right front wheel both jump up relative to the vehicle body, the distribution ratio of the driving force of the third motor is increased, and the distribution ratio of the driving force of the first motor and the distribution ratio of the driving force of the second motor are reduced equally; and / or

[0024] In the case where the right front wheel and the left rear wheel both jump up relative to the vehicle body, and the right rear wheel and the left front wheel both jump down relative to the vehicle body, the distribution ratio of the driving force of the first motor is increased, and the distribution ratio of the driving force of the second motor and the distribution ratio of the driving force of the third motor are reduced, and the reduced distribution ratio of the driving force of the third motor is greater than the reduced distribution ratio of the driving force of the second motor; and / or

[0025] In the case where the left front wheel and the right rear wheel both jump up relative to the vehicle body, and the right front wheel and the left rear wheel both jump down relative to the vehicle body, the distribution ratio of the driving force of the second motor is increased, and the distribution ratio of the driving force of the first motor and the distribution ratio of the driving force of the third motor are reduced, and the reduced distribution ratio of the driving force of the third motor is greater than the reduced distribution ratio of the driving force of the first motor; and / or

[0026] When the left front wheel, the right front wheel, the left rear wheel and the right rear wheel jump up or down relative to the vehicle body in other combinations, the driving force distribution ratio among the first motor, the second motor and the third motor is kept unchanged.

[0027] In certain embodiments, the suspension is an active suspension; and the suspension control method further comprises: controlling the active suspension to raise the height of the vehicle body relative to a subframe of the suspension.

[0028] In certain embodiments, the active suspension comprises an air suspension.

[0029] In some embodiments, there are plural first wheels.

[0030] In a second aspect, an embodiment of the present application provides a suspension control device for a vehicle, comprising a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the suspension control method described in any one of the above embodiments is implemented.

[0031] In a third aspect, an embodiment of the present application provides a suspension control system of a vehicle, wherein the suspension of the vehicle includes a subframe, and a control arm connecting the subframe and each of the first wheels; the suspension control system includes a relative position detection component and a suspension control device described in any one of the above embodiments, the relative position detection component is connected to the suspension control device, and the suspension control device is configured to obtain the state relationship through the relative position detection component.

[0032] In certain embodiments, the relative position detection assembly includes a first link, a second link, and a detector, one end of the first link is connected to the control arm, one end of the second link is connected to the body of the vehicle or the subframe, the other end of the first link is rotatably connected to the other end of the second link, the detector is disposed at the junction of the first link and the second link, and is used to detect the angle between the first link and the second link, and the state relationship is obtained based on the angle.

[0033] In a fourth aspect, an embodiment of the present application provides a suspension control system of a vehicle, wherein the suspension of the vehicle includes a subframe, and a control arm connecting the subframe and each of the first wheels; the suspension control system includes a distance sensor and a suspension control device described in any one of the above embodiments, the distance sensor is connected to the suspension control device, and the suspension control device is configured to obtain the state relationship through the distance sensor.

[0034] In some embodiments, the distance sensor is used to detect the relative distance between the vehicle body and each of the first wheels in the height direction of the vehicle, and the state relationship is obtained based on the relative distance.

[0035] In a fifth aspect, an embodiment of the present application provides a suspension system for a vehicle, comprising a suspension and a suspension control device as described in any one of the above embodiments, or a suspension control system as described in any one of the above embodiments.

[0036] In a sixth aspect, an embodiment of the present application provides a vehicle, characterized in that it includes a suspension control device as described in any one of the above embodiments, or a suspension control system as described in any one of the above embodiments, or a suspension system as described in any one of the above embodiments.

[0037] In a seventh aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, characterized in that when the computer program is executed by a processor, the suspension control method described in any one of the above embodiments is implemented.

[0038] The vehicle suspension control method, vehicle suspension control device, vehicle suspension control system, vehicle suspension system, vehicle and computer-readable storage medium of the present application fully consider the state relationship between each wheel and the vehicle body when adjusting the distribution ratio between the driving forces of each motor. Since the state relationship between each wheel and the vehicle body changes dynamically in real time, it can be ensured that the processor's proportional distribution of the driving force of each wheel at any time is more accurate than the distribution of traditional differential locks. The precise distribution ratio between the driving forces of each wheel can make it easier for the vehicle to overcome slippage, thereby ensuring that the vehicle can smoothly climb and overcome obstacles.

[0039] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0041] Figure 1 is a flow chart of a suspension control method for a vehicle according to certain embodiments of the present application;

[0042] Figure 2 is a schematic diagram of the structure of a vehicle according to some embodiments of the present application;

[0043] Figure 3 is a schematic diagram of a vehicle in a right front wheel obstacle clearing condition according to certain embodiments of the present application;

[0044] Figure 4 is a flow chart of a suspension control method for a vehicle according to certain embodiments of the present application;

[0045] Figure 5is a flow chart of a suspension control method for a vehicle according to certain embodiments of the present application;

[0046] Figure 6 is a schematic structural diagram of a relative position detection assembly of a vehicle in certain embodiments of the present application;

[0047] Figure 7 is a flow chart of a suspension control method for a vehicle according to certain embodiments of the present application;

[0048] Figure 8 is a flow chart of a suspension control method for a vehicle according to certain embodiments of the present application;

[0049] Fig. 9 is a flow chart of a suspension control method for a vehicle according to certain embodiments of the present application;

[0050] Fig.10 is a flow chart of a suspension control method for a vehicle according to certain embodiments of the present application;

[0051] Fig.11 is a schematic diagram of a suspension control method for a vehicle according to certain embodiments of the present application;

[0052] Fig.12 is a schematic diagram of a suspension control method for a vehicle according to certain embodiments of the present application;

[0053] Fig.13 is a schematic diagram of a suspension control method for a vehicle according to certain embodiments of the present application;

[0054] Fig.14 is a schematic diagram of a suspension control method for a vehicle according to certain embodiments of the present application;

[0055] Fig.15 is a flow chart of a suspension control method for a vehicle according to certain embodiments of the present application;

[0056] Fig.16 It is a connection diagram between a computer storage medium and a processor in certain embodiments of the present application.

[0057] Description of main component numbers:

[0058] Vehicle 1000 , suspension control system 100 , suspension system 200 , computer readable storage medium 300 , computer program 302 ;

[0059] Vehicle body 10, vehicle body shell 11, second bracket 12, vehicle frame 13, subframe 131, front subframe 1311, rear subframe 1313, vehicle door 15, vehicle window 17, engine hood 18, trunk hatch 19, wheels 20, left front wheel 21, right front wheel 23, left rear wheel 25, right rear wheel 27, suspension 30, control arm 31, first bracket 33, motor 40, first motor 41, second motor 43, third motor 45, suspension control device 50, memory 51, processor 53, relative position detection component / distance sensor 70, first link 71, second link 73, detector 75. DETAILED DESCRIPTION

[0060] In the description of the present application, some of the disclosed contents have been shown in the accompanying drawings accordingly, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The contents described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0061] In the description of the present application, many different contents or examples are disclosed to realize different structures of the present application. In order to simplify the disclosure of the present application, the parts and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present application.

[0062] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0063] In the description of the present application, it should be understood that the terms used to indicate orientation or positional relationships (such as "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", etc.) are based on the orientation or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and facilitating the understanding of the corresponding embodiments, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms used to indicate orientation or positional relationships cannot be understood as limitations on the present application.

[0064] In the description of the present application, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes the first feature being directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0065] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection. It can be a mechanical connection or an electrical connection. It can be directly connected or indirectly connected through an intermediate medium. It can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0066] When a vehicle passes through an area with many obstacles, such as stones (hereinafter referred to as a "rocky area"), it will be hindered by the stones and the wheels will spin and slip, or even get stuck, causing the vehicle to be unable to travel normally (rock climbing and surmounting obstacles). At present, the vehicle can be equipped with a differential lock. When the vehicle slips, the differential lock is turned on, and the differential lock is used to change the distribution ratio of driving force between the slipping wheels and the non-slipping wheels to overcome the vehicle slipping and complete rock climbing and surmounting obstacles. However, on the one hand, the vehicle's provision of a differential lock will increase the hardware cost of the vehicle. On the other hand, because the state relationship between the wheels and the vehicle body is not considered, the differential lock is not accurately distributed to the driving force of each wheel, resulting in the vehicle being unable to overcome slipping, and thus unable to smoothly achieve rock climbing and surmounting obstacles. In order to solve the problem that the differential lock is not accurately distributed to the driving force of each wheel, resulting in the vehicle being unable to overcome slipping, and thus making it impossible for the vehicle to smoothly achieve rock climbing and surmounting obstacles, the present application provides a suspension control method for a vehicle ( Figure 1 , Figure 5 , Figures 7 to 10 and Fig.15 As shown), the vehicle suspension control device 50 ( Figure 2 As shown), a suspension control system 100 of a vehicle ( Figure 2 As shown), the vehicle suspension system 200 ( Figure 2 As shown), vehicle 1000 ( Figure 2 or Figure 3 ) and computer readable storage medium 300 ( Fig.16 shown).

[0067] First, see Figure 1 , the embodiment of the present application provides a suspension control method for a vehicle. Figure 2 and Figure 3 The vehicle 1000 includes a body 10, wheels 20 mounted on the body 10, a suspension 30 connecting the wheels 20 and the body 10, and at least two motors 40 mounted on the suspension 30 and used to output driving force to the wheels 20. The wheels 20 include at least one first wheel, which is all wheels 20 or a part of all wheels 20 in the vehicle 1000. The suspension control method of the embodiment of the present application includes:

[0068] 03: Obtaining the state relationship between the first wheel and the vehicle body 10;

[0069] 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between the first wheel 20 and the vehicle body; and

[0070] 07: Control at least two motors 40 to output driving force according to the adjusted distribution ratio.

[0071] Second, see Figure 2 The embodiment of the present application provides a suspension control device 50 for a vehicle. The above suspension control method can be applied to the suspension control device 50, which is a device for controlling the suspension 30. Specifically, the suspension control device 50 includes a memory 51 and a processor 53, and the memory 51 stores a computer program 302 ( Fig.16 ), when the processor 53 executes the computer program 302, the suspension control methods in 03, 05 and 07 can be implemented. That is, when the processor 53 executes the computer program 302, it can obtain the state relationship between the first wheel and the vehicle body 10; adjust the distribution ratio between the driving forces of the at least two motors 40 according to the state relationship between the first wheel and the vehicle body 10; and control the at least two motors 40 to output the driving force according to the adjusted distribution ratio.

[0072] The vehicles 1000 in this application are classified according to the power mode, including but not limited to internal combustion engine vehicles (including fuel vehicles, hydrogen vehicles and ethanol vehicles), pure electric vehicles and oil-electric hybrid vehicles (including plug-in hybrid vehicles and extended-range hybrid vehicles). The vehicles 1000 in this application are classified according to the purpose, including but not limited to sedans, off-road vehicles, trucks, semi-trailers, special-purpose vehicles, buses, etc. This application only takes the vehicle 1000 as an off-road vehicle (such as Figure 3 ) is used for illustration, and other types of vehicles 1000 may be implemented for reference.

[0073] See also Figures 2 to 3The vehicle body 10 is the basis for assembling and supporting the whole vehicle, and is used to carry people and / or load goods. The vehicle body 10 mainly includes a body shell 11, a frame 13, doors 15, windows 17, an engine cover 18, and a trunk hatch 19. The vehicle body 10 generally has a cockpit, a passenger compartment, an engine compartment, and a luggage compartment. The frame 13 includes a front subframe 1311 located in front of the vehicle body 10 and a rear subframe 1313 located behind the vehicle body 10.

[0074] The wheel 20 is a structure in the vehicle 1000 that contacts the load-bearing surface (the ground) and is used to support the overall weight of the vehicle 1000 and bear the load. The wheel 20 is also used to transmit traction and braking torque, ensure the adhesion between the wheel 20 and the road surface, and absorb vibrations and impacts of the vehicle 1000 during driving. Usually, the wheel 20 includes a rim, spokes, and a tire. The wheel 20 is connected to the subframe 131 through a control arm 31 so that it can move relative to the vehicle (deflection movement and up and down movement). The wheel 20 is also connected to the vehicle body shell 11 through a shock absorber (not shown). In addition, the first wheel may be one, two, three, four or more. In this application, only the first wheel is used as an example for explanation of all the wheels 20 of the vehicle 100. When the vehicle 1000 is a four-wheel off-road vehicle (such as Figure 3 As shown), the present application only takes the first wheel as the four wheels of the vehicle 1000 as an example.

[0075] Specifically, see Figure 4 In some embodiments, 03: obtaining a state relationship between the first wheel and the vehicle body 10 may include:

[0076] 031: Obtaining a change in the relative position between the vehicle body 10 and the first wheel; and

[0077] 033: Determine the state relationship between the first wheel and the vehicle body 10 according to the change in relative position.

[0078] See also Figure 2 , Figure 3 and Fig.16 When the processor 53 in the suspension control device 50 executes the computer program 302, it can also implement the methods in 031 and 033. That is, when the processor 53 executes the computer program 302, it can obtain the change of the relative position between the vehicle body 10 and the first wheel; and determine the state relationship between the first wheel and the vehicle body 10 according to the change of the relative position.

[0079] Typically, the vehicle 1000 includes four wheels 20, namely a left front wheel 21, a right front wheel 23, a left rear wheel 25, and a right rear wheel 27. The four wheels 20 can deflect left and right to drive the vehicle body 10 to turn. When passing through an obstacle, the wheel 20 contacts the obstacle, and the relative position between the wheel 20 and the vehicle body 10 changes. In the embodiment of the present application, the relative position between the wheel 20 and the vehicle body 10 refers to: the relative distance between the wheel 20 and the vehicle body 10 in the height direction of the vehicle 1000. In some examples, the relative distance between the wheel 20 and the vehicle body 10 in the height direction of the vehicle 1000 refers to: the distance D1 between the highest point of the wheel 20 and the vehicle body shell 11 in the height direction of the vehicle 1000, such as Figure 3 In other examples, the relative distance between the wheel 20 and the vehicle body 10 in the height direction of the vehicle 1000 refers to: in the height direction of the vehicle 1000, the distance D2 between the center point of the wheel 20 and the vehicle body shell 11, as shown in FIG. Figure 3 It can be understood that in other embodiments, the relative position between the wheel 20 and the vehicle body 10 can also be characterized by, for example, the distance between the vehicle body 10 and the load-bearing surface in the height direction of the vehicle 1000, etc., which is not limited here. The processor 53 can obtain the change of the relative position between the vehicle body 10 and the first wheel, including: the processor 53 obtains at least one of the change of the relative position between the vehicle body 10 and the left front wheel 21, the change of the relative position between the vehicle body 10 and the right front wheel 23, the change of the relative position between the vehicle body 10 and the left rear wheel 25, and the change of the relative position between the vehicle body 10 and the right rear wheel 27.

[0080] The state relationship between the first wheel and the vehicle body 10 includes: the first wheel jumps up relative to the vehicle body 10 and the first wheel jumps down relative to the vehicle body 10. The first wheel jumps up relative to the vehicle body 10 means: within a preset time length, the relative distance between the first wheel and the vehicle body 10 in the height direction of the vehicle 1000 decreases, and within the preset time length, the vertical load of the first wheel increases. On the contrary, the first wheel jumps down relative to the vehicle body 10 means: within a preset time length, the relative distance between the first wheel and the vehicle body 10 in the height direction of the vehicle 1000 increases, and within the preset time length, the vertical load of the first wheel decreases. The vertical load of the wheel 20 refers to the force applied to the wheel 20 in the vertical direction. The processor 53 can determine the state relationship between the first wheel and the vehicle body 10 according to the change of the relative position, including: the processor 53 determines whether the state relationship between the left front wheel 21 and the vehicle body 10 is up or down according to the change of the relative position between the vehicle body 10 and the left front wheel 21; determines whether the state relationship between the right front wheel 23 and the vehicle body 10 is up or down according to the change of the relative position between the vehicle body 10 and the right front wheel 23; determines whether the state relationship between the left rear wheel 25 and the vehicle body 10 is up or down according to the change of the relative position between the vehicle body 10 and the left rear wheel 25; and determines at least one of the state relationship between the right rear wheel 27 and the vehicle body 10 is up or down according to the change of the relative position between the vehicle body 10 and the right rear wheel 27.

[0081] See also Figure 2 and Figure 3The motor 40 is a driving structure that outputs power to the wheel 20. The motor 40 can drive the wheel 20 to deflect and drive the vehicle 1000 to turn. The motor 40 can also drive the wheel 20 to rotate and drive the vehicle 1000 to move forward or backward. The number of motors 40 can be two, three or four, which is not limited here. In some embodiments, the vehicle 1000 includes a first motor 41, a second motor 43 and a third motor 45. The first motor 41 is arranged on the rear subframe 1313, and the output shaft of the first motor 41 is directly or indirectly connected to the left rear wheel 25. Thus, the first motor 41 can be used to provide driving force to the left rear wheel 25 to drive the left rear wheel 25 to move (rotate and / or deflect). The second motor 43 is arranged on the rear subframe 1313, and the output shaft of the second motor 43 is directly or indirectly connected to the right rear wheel 27. Thus, the second motor 43 can be used to provide driving force to the right rear wheel 27 to drive the right rear wheel 27 to move (rotate and / or deflect). The third motor 45 is disposed on the front subframe 1311. The third motor 45 is a dual-output shaft motor. One output shaft of the third motor 45 is connected to the left front wheel 21, and the other output shaft is connected to the right front wheel 23. Thus, the third motor 45 can be used to synchronously provide the same driving force to the left front wheel 21 and the right front wheel 23 to drive the left front wheel 21 and the right rear wheel 27. The vehicle 1000 of this embodiment is provided with a motor 40 for driving the two rear wheels respectively, and only one motor 40 is provided for driving the two front wheels, which not only takes into account the flexibility of driving the wheels 20, but also saves a motor structure and reduces the cost.

[0082] In other embodiments, the vehicle includes a first motor, a second motor, a third motor and a fourth motor, wherein the first motor is arranged on the rear subframe, and the output shaft of the first motor is directly or indirectly connected to the left rear wheel, thereby, the first motor can be used to provide driving force to the left rear wheel to drive the left rear wheel to move (rotate and / or deflect). The second motor is arranged on the rear subframe, and the output shaft of the second motor is directly or indirectly connected to the right rear wheel, thereby, the second motor can be used to provide driving force to the right rear wheel to drive the right rear wheel to move (rotate and / or deflect). The third motor is arranged on the front subframe, and the output shaft of the third motor is connected to the left front wheel, thereby, the third motor can be used to provide driving force to the left front wheel to drive the left front wheel to move. The fourth motor is arranged on the front subframe, and the output shaft of the fourth motor is connected to the right front wheel, thereby, the fourth motor can be used to provide driving force to the right front wheel to drive the right front wheel to move. The vehicle of this embodiment is provided with a motor for each wheel, thereby, the desired driving force can be applied to each wheel separately, and the control of the wheel is more flexible and convenient.

[0083] It should be noted that, in the present application, the vehicle 1000 including the first motor 41, the second motor 43 and the third motor 45 is used as an example for explanation, and the vehicle including the first motor, the second motor, the third motor and the fourth motor can be implemented by reference.

[0084] Regardless of how many motors 40 the vehicle 1000 includes, the driving force of each motor 40 can be distributed by the processor 53 (e.g., a central controller). Specifically, the processor 53 can distribute the torque of the motor 40 corresponding to the first wheel according to the state relationship between the first wheel and the vehicle body 10, that is, the processor 53 can adjust the distribution ratio between the driving forces of the motors 40 corresponding to the first wheel according to the state relationship between the first wheel and the vehicle body 10. More specifically, the processor 53 can perform: adjusting the distribution ratio between the driving forces of at least two motors 40 according to at least one of the four state relationships: whether the state relationship between the left front wheel 21 and the vehicle body 10 is up or down, whether the state relationship between the right front wheel 23 and the vehicle body 10 is up or down, whether the state relationship between the left rear wheel 25 and the vehicle body 10 is up or down, and whether the state relationship between the right rear wheel 27 and the vehicle body 10 is up or down.

[0085] When the vehicle 1000 includes a first motor 41, a second motor 43 and a third motor 45, the original distribution ratio among the driving force of the first motor 41, the driving force of the second motor 43 and the driving force of the third motor 45 can be M11:M12:M13. After obtaining the state relationship between each wheel 20 and the vehicle body 10, the processor 53 can adjust the original distribution ratio M11:M12:M13 to M21:M22:M23, wherein M11+M12+M13=10, M21+M22+M23=10, M11 is the same as or different from M21, M12 is the same as or different from M22, and M13 is the same as or different from M23. When the vehicle includes a first motor, a second motor, a third motor and a fourth motor, the original distribution ratio among the driving force of the first motor, the driving force of the second motor, the driving force of the third motor and the driving force of the fourth motor may be M11:M12:M13:M14. After the processor obtains the state relationship between each wheel and the vehicle body, the processor may adjust the original distribution ratio M11:M12:M13:M14 to M21:M22:M23:M24, wherein M11+M12+M13+M14=10, M21+M22+M23+M24=10, M11 is the same or different from M21, M12 is the same or different from M22, M13 is the same or different from M23, and M14 is the same or different from M24.

[0086] After the processor 53 adjusts the distribution ratio between the driving forces of the motors 40 corresponding to the first wheel according to the state relationship between the first wheel and the vehicle body 10, the processor 53 also controls each motor 40 to output the driving force according to the adjusted distribution ratio.

[0087] The vehicle suspension control method and the vehicle suspension control device 50 of the present application fully consider the state relationship between the first wheel and the vehicle body 10 when adjusting the distribution ratio of the driving force of the motor 40. Since the state relationship between the first wheel and the vehicle body 10 changes dynamically in real time, it can be ensured that the proportional distribution of the driving force of the first wheel by the processor 53 at any time is more accurate than the distribution of the traditional differential lock. The precise distribution ratio of the driving force of the first wheel can make it easier for the vehicle 1000 to overcome slipping, thereby ensuring that the vehicle 1000 can smoothly climb and overcome obstacles.

[0088] See also Figure 5 In some embodiments, 031: obtaining a change in the relative position between the vehicle body 10 and the first wheel includes:

[0089] 0311: When the vehicle 1000 enters the rock mode, obtain the change in the relative position between the vehicle body 10 and each first wheel.

[0090] Please combine Figure 2 and Fig.16 When the processor 53 in the suspension control device 50 executes the computer program 302, it can also implement the method in 0311. That is, when the processor 53 executes the computer program 302, it can obtain the change of the relative position between the vehicle body 10 and the first wheel when the vehicle 1000 enters the rock mode.

[0091] Specifically, during the driving process, the vehicle 1000 can be designed with different driving modes for different road conditions. For example, for highways with good road conditions, the vehicle 1000 is designed with a sports mode; for urban roads that are prone to congestion, the vehicle 1000 is designed with a normal mode; and for road conditions with many obstacles, including but not limited to rocky areas, the vehicle 1000 is designed with a rock mode. The vehicle 1000 can choose to enter a certain driving mode manually, or the processor 53 in the vehicle 1000 can automatically select to enter according to road condition information, or the processor 53 in the vehicle 1000 can first automatically recommend it to the user according to road condition information, and then the user confirms to enter the recommended driving mode. When the vehicle 1000 (regardless of the method) enters the rock mode, the processor 53 executes the acquisition of the change in the relative position between the vehicle body 10 and the first wheel; determines the state relationship between the first wheel and the vehicle body 10 according to the change in the relative position; adjusts the distribution ratio between the driving forces of the at least two motors 40 according to the state relationship between the first wheel and the vehicle body 10; and controls the at least two motors 40 to output the driving force according to the adjusted distribution ratio. In this way, it is possible to avoid the vehicle 1000 executing methods 03, 05 and 07 on a road with few obstacles, thereby avoiding waste of resources.

[0092] Further, as mentioned above, the relative position between the vehicle body 10 and the first wheel includes the relative distance between the vehicle body 10 and the first wheel in the height direction of the vehicle 1000. In some embodiments, the vehicle 1000 may include a distance sensor 70. The distance sensor 70 may be arranged on the first wheel, or on the body shell 11 of the vehicle body 10, or may be arranged partially on the first wheel and partially on the body shell 11. During the driving process of the vehicle 1000, the distance sensor 70 may detect the relative distance between the vehicle body 10 and the first wheel in the height direction of the vehicle 1000 in real time, and may obtain the relative distance between the first wheel and the vehicle body 10 in the height direction of the vehicle 1000 at a later moment and the relative distance between the first wheel and the vehicle body 10 in the height direction of the vehicle 1000 at a previous moment, and determine whether the relative distance between the vehicle body 10 and the first wheel in the height direction of the vehicle 1000 increases or decreases within a preset time period according to the two relative distances. Among them, the distance sensor 70 may be at least one or more of a photoelectric distance sensor, an ultrasonic distance sensor, an electromagnetic wave distance sensor, a structured light depth camera, a time-of-flight depth camera, or a binocular camera. The vehicle 1000 of this embodiment can determine the change in the relative distance between the vehicle body 10 and the first wheel in the height direction of the vehicle 1000 by providing the distance sensor 70, thereby ensuring both the accuracy and efficiency of the determination result.

[0093] In some other embodiments, please refer to Figure 2 and Figure 6 The vehicle 1000 also includes a relative position detection component 70. Specifically, the relative position detection component 70 includes a first link 71, a second link 73 and a detector 75. One end of the first link 71 is connected to the control arm 31, one end of the second link 73 is connected to the vehicle body 10 / subframe 131, and the other end of the first link 71 is rotatably connected to the other end of the second link 73. The detector 75 is arranged at the junction of the first link 71 and the second link 73, and is used to detect the angle between the first link 71 and the second link 73.

[0094] See also Figure 7 In some embodiments, 031: obtaining a change in the relative position between the vehicle body 10 and the first wheel includes:

[0095] 0313: Obtain the change in the angle between the first connecting rod 71 and the second connecting rod 73;

[0096] 0315: When the angle increases, it is determined that the relative distance between the vehicle body 10 and the first wheel in the height direction of the vehicle 1000 increases;

[0097] 0317: When the angle decreases, it is determined that the relative distance between the vehicle body 10 and the first wheel in the height direction of the vehicle 1000 decreases.

[0098] Please also read Figure 2 , Figure 6 and Fig.16 , when the processor 53 in the suspension control device 50 executes the computer program 302, the methods in 0313, 0315 and 0317 can also be implemented. That is, when the processor 53 executes the computer program 302, the angle between the first link 71 and the second link 73 can be obtained; when the angle increases, it is determined that the relative distance between the vehicle body 10 and the first wheel in the height direction of the vehicle 1000 increases; and when the angle decreases, it is determined that the relative distance between the vehicle body 10 and the first wheel in the height direction of the vehicle 1000 decreases.

[0099] The number of relative position detection components 70 is the same as the number of first wheels. For example, when there are four first wheels, there are also four first wheels. A relative position detection component 70 is provided for each first wheel. Each relative position detection component 70 is used to detect the change in the relative distance between the corresponding first wheel and the vehicle body 10 in the height direction of the vehicle 1000.

[0100] The control arm 31 may be provided with a first bracket 33, and one end of the first link 71 is movably connected to the first bracket 33, so that one end of the first link 71 is connected to the control arm 31. The vehicle body 10 / subframe 131 may be provided with a second bracket 12, and one end of the second link 73 is movably connected to the second bracket 12, so that one end of the second link 73 is connected to the vehicle body 10 or the subframe 131. The angle between the first link 71 and the second link 73 is the angle between the extension direction of the first link 71 and the extension direction of the second link 73, such as Figure 6 The α shown in denoted by Figure 6 The complementary angle of α shown in .

[0101] "Detector 75" can be an electronic device capable of outputting an electrical signal, including but not limited to a capacitor, a resistor or an inductor. When the angle between the first connecting rod 71 and the second connecting rod 73 changes, the electrical signal output by the detector 75 at the junction also changes. In some embodiments, within a preset time length, the electrical signal (current value, voltage value, capacitance value, resistance value or inductance value, the same below) output by the detector 75 increases, indicating that the angle between the first connecting rod 71 and the second connecting rod 73 increases, and the processor 53 can determine that within the preset time length, the relative distance between the vehicle body 10 and the corresponding first wheel in the height direction of the vehicle 1000 increases; when within the preset time length, the electrical signal output by the detector 75 decreases, indicating that the angle between the first connecting rod 71 and the second connecting rod 73 decreases, and the processor 53 can determine that within the preset time length, the relative distance between the vehicle body 10 and the corresponding first wheel in the height direction of the vehicle 1000 decreases. In other embodiments, if the electrical signal (current value, voltage value, capacitance value, resistance value or inductance value, the same below) output by the detector 75 decreases within a preset time period, it indicates that the angle between the first link 71 and the second link 73 increases, and the processor 53 can determine that the relative distance between the vehicle body 10 and the corresponding first wheel in the height direction of the vehicle 1000 increases within the preset time period; when the electrical signal output by the detector 75 increases within the preset time period, it indicates that the angle between the first link 71 and the second link 73 decreases, and the processor 53 can determine that the relative distance between the vehicle body 10 and the corresponding first wheel in the height direction of the vehicle 1000 decreases within the preset time period.

[0102] In the vehicle 1000 of this embodiment, the first link 71 itself can be connected to the control arm 31, and the second link 73 itself can be connected to the vehicle body 10 / subframe to play a connecting role. In addition, the change in the angle between the first link 71 and the second link 73 is also used to determine the change in the relative distance between the vehicle body 10 and each first wheel in the height direction of the vehicle 1000. Therefore, there is no need to additionally set up a more expensive distance sensor 70, thereby saving costs.

[0103] See also Figure 2 or Figure 3 , the relative position between the vehicle body 10 and the first wheel includes the relative distance between the vehicle body 10 and the first wheel in the height direction of the vehicle 1000; see Figure 8 In some embodiments, 033: determining the state relationship between the first wheel and the vehicle body 10 according to the change in relative position includes:

[0104] 0331: when the relative distance between the vehicle body 10 and the first wheel decreases, determining that the first wheel jumps relative to the vehicle body 10; and

[0105] 0333: When the relative distance between the vehicle body 10 and the first wheel increases, it is determined that the first wheel jumps down relative to the vehicle body 10.

[0106] See also Figure 2 , Figure 3 and Fig.16 , when executing the computer program 302, the processor 53 in the suspension control device 50 may also implement the methods in 0331 and 0333. That is, when the processor 53 executes the computer program 302, it may determine that the first wheel jumps up relative to the vehicle body 10 when the relative distance between the vehicle body 10 and the first wheel decreases; and determine that the first wheel jumps down relative to the vehicle body 10 when the relative distance between the vehicle body 10 and each first wheel increases.

[0107] Thus, in some embodiments, within a preset time length, the electrical signal (current value, voltage value, capacitance value, resistance value or inductance value, the same below) output by the detector 75 increases, and the processor 53 will determine that the angle between the first link 71 and the second link 73 increases, thereby determining that the relative distance between the vehicle body 10 and the corresponding first wheel in the height direction of the vehicle 1000 increases within the preset time length, and further determining that the first wheel jumps down relative to the vehicle body 10; when within the preset time length, the electrical signal output by the detector 75 decreases, the processor 53 will determine that the angle between the first link 71 and the second link 73 decreases, thereby determining that the relative distance between the vehicle body 10 and the corresponding first wheel in the height direction of the vehicle 1000 decreases within the preset time length, and further determining that the first wheel jumps up relative to the vehicle body 10. In other embodiments, within a preset time length, the electrical signal (current value, voltage value, capacitance value, resistance value or inductance value, the same below) output by the detector 75 decreases, and the processor 53 will determine that the angle between the first link 71 and the second link 73 increases, thereby determining that the relative distance between the vehicle body 10 and the corresponding first wheel in the height direction of the vehicle 1000 increases within the preset time length, and then determining that the first wheel jumps down relative to the vehicle body 10; when within the preset time length, the electrical signal output by the detector 75 increases, the processor 53 will determine that the angle between the first link 71 and the second link 73 decreases, thereby determining that the relative distance between the vehicle body 10 and the corresponding first wheel in the height direction of the vehicle 1000 decreases within the preset time length, and then determining that the first wheel jumps up relative to the vehicle body 10.

[0108] Relative to the position of the wheel 20 in the height direction of the vehicle 1000 relative to the load-bearing surface under flat road conditions, if the wheel 20 jumps up, it means that the vertical load of the wheel 20 increases, and if the wheel 20 jumps down, it means that the vertical load of the wheel 20 decreases. The processor 53 can calculate the change in the vertical load of each wheel 20 according to the change in the distance of the wheel 20 relative to the vehicle body 10 in the height direction of the vehicle 1000. The change in the vertical load of the wheel 20 can be calculated by the following formula (I): ΔW = kΔh. Among them, ΔW is the change in the vertical load of the wheel 20, Δh is the change in the distance of the wheel 20 relative to the vehicle body 10 in the height direction of the vehicle 1000, and k is the suspension stiffness corresponding to the wheel 20.

[0109] When the vertical load of the wheel 20 increases, the maximum longitudinal force that the tire can provide will increase. In the case of pure rolling of the wheel 20, the above formula (I) can be approximated by the following formula (II): Fmax = μW. Where W is the vertical load of the wheel 20, and μ is the adhesion coefficient between the tire and the load-bearing surface. Therefore, it can be seen that outputting more driving force to the wheel 20 that jumps up can more effectively enable the entire vehicle 1000 to obtain greater driving force without causing the tire to slip easily.

[0110] Also, see Figure 2 and Fig. 9 , the vehicle 1000 includes four working conditions when passing through an obstacle, specifically: front wheel synchronous obstacle crossing working condition, rear wheel synchronous obstacle crossing working condition, right front wheel obstacle crossing working condition and left front wheel obstacle crossing working condition. The distribution of the driving force of at least two motors 40 usually occurs under these four working conditions. Specifically, when the two front wheels synchronously cross obstacles, the left front wheel 21 and the right front wheel 23 both jump down, and the left rear wheel 25 and the right rear wheel 27 both jump up. At this time, the left rear wheel 25 and the right rear wheel 27 need to output a larger driving force to successfully cross the obstacle. When the two rear wheels synchronously cross obstacles, the left rear wheel 25 and the right rear wheel 27 both jump down, and the left front wheel 21 and the right front wheel 23 both jump up. At this time, the left front wheel 21 and the right front wheel 23 need to output a larger driving force to successfully cross the obstacle. When a single wheel overcomes an obstacle, for example, when the right front wheel 23 overcomes an obstacle, the right front wheel 23 and the left rear wheel 25 both jump up, and the right rear wheel 27 and the left front wheel 21 both jump down. At this time, the left rear wheel 25 needs to output a larger driving force to successfully overcome the obstacle. For another example, when the left front wheel 21 overcomes an obstacle, the left front wheel 21 and the right rear wheel 27 both jump up, and the right front wheel 23 and the left rear wheel 25 both jump down. At this time, the right rear wheel 27 needs to output a larger driving force to successfully overcome the obstacle.

[0111] Please also read Figure 2 and Fig. 9 In some embodiments, 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between each first wheel and the vehicle body 10, including:

[0112] 0511: When the left front wheel 21 and the right front wheel 23 both jump down relative to the vehicle body 10, and the left rear wheel 25 and the right rear wheel 27 both jump up relative to the vehicle body 10, the driving force distribution ratio of the motor 40 for driving the left rear wheel 25 and the driving force distribution ratio of the motor 40 for driving the right rear wheel 27 are increased, the driving force distribution ratio of the motor 40 for driving the left front wheel 21 and the driving force distribution ratio of the motor 40 for driving the right front wheel 23 are reduced, and the driving force distribution ratio of the motor 40 for driving the left front wheel 21 and the driving force distribution ratio of the motor 40 for driving the right front wheel 23 are reduced by the same amount.

[0113] Specifically, before the driving force distribution ratio of each motor 40 is adjusted, the driving force of the motor 40 driving the left front wheel 21: the driving force of the motor 40 driving the right front wheel 23: the driving force of the motor 40 driving the left rear wheel 25: the driving force of the motor 40 driving the right rear wheel 27 is M11:M12:M13:M14. Then, when the left front wheel 21 and the right front wheel 23 both jump down relative to the vehicle body 10, and the left rear wheel 25 and the right rear wheel 27 both jump up relative to the vehicle body 10 (the working condition of the two front wheels overcoming obstacles synchronously), after the driving force distribution ratio of each motor 40 is adjusted, the driving force of the motor 40 driving the left front wheel 21: the driving force of the motor 40 driving the right front wheel 23: the driving force of the motor 40 driving the left rear wheel 25: the driving force of the motor 40 driving the right rear wheel 27 is M21:M22:M23:M24. Then, M11>M21, M12>M22, M13<M23, M14<M24, and M11-M21=M12-M22. For example, if M11:M12:M13:M14 can be 3:3:2:2, then M21:M22:M23:M24 can be 2:2:3:3.

[0114] See also Figure 2 and Fig. 9 In some embodiments, 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between each first wheel and the vehicle body 10 may also include:

[0115] 0513: When the left rear wheel 25 and the right rear wheel 27 both jump down relative to the vehicle body 10 and the left front wheel 21 and the right front wheel 23 both jump up relative to the vehicle body 10, the distribution ratio of the driving force of the motor 40 for driving the left front wheel 21 and the distribution ratio of the driving force of the second motor 43 for driving the right front wheel 23 are increased, and the distribution ratio of the driving force of the motor 40 for driving the left rear wheel 25 and the distribution ratio of the driving force of the second motor 43 for driving the right rear wheel 27 are reduced, and the reduced distribution ratio of the driving force of the motor 40 for driving the left rear wheel 25 and the reduced distribution ratio of the driving force of the motor 40 for driving the right rear wheel 27 are reduced by the same amount.

[0116] Specifically, before the driving force distribution ratio of each motor 40 is adjusted, the driving force of the motor 40 driving the left front wheel 21: the driving force of the motor 40 driving the right front wheel 23: the driving force of the motor 40 driving the left rear wheel 25: the driving force of the motor 40 driving the right rear wheel 27 is M11:M12:M13:M14. Then, when the left rear wheel 25 and the right rear wheel 27 both jump down relative to the vehicle body 10 and the left front wheel 21 and the right front wheel 23 both jump up relative to the vehicle body 10 (the working condition where the two rear wheels overcome obstacles synchronously), after the driving force distribution ratio of each motor 40 is adjusted, the driving force of the motor 40 driving the left front wheel 21: the driving force of the motor 40 driving the right front wheel 23: the driving force of the motor 40 driving the left rear wheel 25: the driving force of the motor 40 driving the right rear wheel 27 is M21:M22:M23:M24. Then, M11<M21, M12<M22, M13>M23, M14>M24, and M21=M22. For example, if M11:M12:M13:M14 can be 2:2:3:3, then M21:M22:M23:M24 can be 3:3:2:2.

[0117] See also Figure 2 and Fig. 9 In some embodiments, 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between each first wheel and the vehicle body 10 may also include:

[0118] 0515: When the right front wheel 23 and the left rear wheel 25 both jump up relative to the vehicle body 10, and the right rear wheel 27 and the left front wheel 21 both jump down relative to the vehicle body 10, the driving force distribution ratio of the motor 40 used to drive the left rear wheel 25 is increased, the driving force distribution ratio of the motor 40 used to drive the right rear wheel 27 is reduced, and the driving force distribution ratio of the motor 40 used to drive the left front wheel 21 is reduced.

[0119] Specifically, before the driving force distribution ratio of each motor 40 is adjusted, the driving force of the motor 40 driving the left front wheel 21: the driving force of the motor 40 driving the right front wheel 23: the driving force of the motor 40 driving the left rear wheel 25: the driving force of the motor 40 driving the right rear wheel 27 is M11:M12:M13:M14. Then, when the right front wheel 23 and the left rear wheel 25 both jump up relative to the vehicle body 10, and the right rear wheel 27 and the left front wheel 21 both jump down relative to the vehicle body 10 (the working condition of the right front wheel 23 overcoming obstacles), after the driving force distribution ratio of each motor 40 is adjusted, the driving force of the motor 40 driving the left front wheel 21: the driving force of the motor 40 driving the right front wheel 23: the driving force of the motor 40 driving the left rear wheel 25: the driving force of the motor 40 driving the right rear wheel 27 is M21:M22:M23:M24. Then, M11>M21, M13<M23, M14>M24. At this time, M12 can be greater than, less than or equal to M22. For example, if M11:M12:M13:M14 can be 3:3:2:2, then M21:M22:M23:M24 can be 2:3:3:1, or 1:4:4:1, or 2:2:5:1.

[0120] Please continue reading Figure 2 and Fig. 9 In some embodiments, 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between each first wheel and the vehicle body 10 may also include:

[0121] 0517: When the left front wheel 21 and the right rear wheel 27 both jump up relative to the vehicle body 10, and the right front wheel 23 and the left rear wheel 25 both jump down relative to the vehicle body 10, the driving force distribution ratio of the motor 40 used to drive the right rear wheel 27 is increased, the driving force distribution ratio of the motor 40 used to drive the left rear wheel 25 is reduced, and the driving force distribution ratio of the motor 40 used to drive the right front wheel 23 is reduced.

[0122] Specifically, before the driving force distribution ratio of each motor 40 is adjusted, the driving force of the motor 40 driving the left front wheel 21: the driving force of the motor 40 driving the right front wheel 23: the driving force of the motor 40 driving the left rear wheel 25: the driving force of the motor 40 driving the right rear wheel 27 is M11:M12:M13:M14. Then, when the left front wheel 21 and the right rear wheel 27 both jump up relative to the vehicle body 10, and the right front wheel 23 and the left rear wheel 25 both jump down relative to the vehicle body 10 (the working condition of the left front wheel 21 overcoming obstacles), after the driving force distribution ratio of each motor 40 is adjusted, the driving force of the motor 40 driving the left front wheel 21: the driving force of the motor 40 driving the right front wheel 23: the driving force of the motor 40 driving the left rear wheel 25: the driving force of the motor 40 driving the right rear wheel 27 is M21:M22:M23:M24. Then, M12>M22, M13>M23, M14<M24. At this time, M11 can be greater than, less than or equal to M21. For example, if M11:M12:M13:M14 can be 3:3:2:2, then M21:M22:M23:M24 can be 2:2:2:4, or 3:2:1:4, or 3:2:1:4.

[0123] Please continue reading Figure 2 and Fig. 9 In some embodiments, 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between each first wheel and the vehicle body 10 may also include:

[0124] 0519: When the left front wheel 21, the right front wheel 23, the left rear wheel 25 and the right rear wheel 27 jump up or down relative to the vehicle body 10 in other combinations, the driving force distribution ratio of each motor 40 remains unchanged.

[0125] Specifically, before the distribution ratio of the driving force of each motor 40 is adjusted, the driving force of the motor 40 driving the left front wheel 21: the driving force of the motor 40 driving the right front wheel 23: the driving force of the motor 40 driving the left rear wheel 25: the driving force of the motor 40 driving the right rear wheel 27 is M11: M12: M13: M14, then in all other working conditions except the above four working conditions, after the distribution ratio of the driving force of each motor 40 is adjusted, the driving force of the motor 40 driving the left front wheel 21: the driving force of the motor 40 driving the right front wheel 23: the driving force of the motor 40 driving the left rear wheel 25: the driving force of the motor 40 driving the right rear wheel 27 is M21: M22: M23: M24. Then, M11 = M21, M12 = M22, M13 = M23, M14 = M24.

[0126] Correspondingly, when executing the computer program 302 , the processor 53 in the suspension control device 50 can also implement the methods in 0511 , 0513 , 0515 , 0517 and 0519 .

[0127] See also Figure 2 and Fig.10 , in the case where the motor 40 includes a first motor 41 for driving the left rear wheel 25, a second motor 43 for driving the right rear wheel 27, and a third motor 45 for driving the left front wheel 21 and the right front wheel 23; see Figure 2 and Fig.10 In some embodiments, 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between each first wheel and the vehicle body 10 may include: 0531: when the left front wheel 21 and the right front wheel 23 both jump down relative to the vehicle body 10, and the left rear wheel 25 and the right rear wheel 27 both jump up relative to the vehicle body 10, increasing the driving force distribution ratio of the first motor 41 and the driving force distribution ratio of the second motor 43, and reducing the driving force distribution ratio of the third motor 45.

[0128] Please combine Fig.11 , before the driving force distribution ratio of each motor 40 is adjusted, the driving force of the third motor 45: the driving force of the first motor 41: the driving force of the second motor 43 is M11: M12: M13. Then, when the left front wheel 21 and the right front wheel 23 both jump down relative to the vehicle body 10, and the left rear wheel 25 and the right rear wheel 27 both jump up relative to the vehicle body 10 (the working condition of the two front wheels synchronously overcoming obstacles), the vertical load of the left front wheel 21 and the right front wheel 23 is reduced, and the vertical load of the left rear wheel 25 and the right rear wheel 27 is increased. The obstacle can be smoothly overcome by increasing the distribution ratio of the driving force of the first motor 41 and the second motor 43. After the distribution ratio of the driving force of each motor 40 is adjusted, the driving force of the third motor 45: the driving force of the first motor 41: the driving force of the second motor 43 is M21: M22: M23. Then, M11>M21, M12<M22, M13<M23. For example, if M11:M12:M13 can be 4:3:3, then M21:M22:M23 can be 2:4:4.

[0129] See also Figure 2 and Fig.10 In some embodiments, 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between each first wheel and the vehicle body 10 may include: 0533: when the left rear wheel 25 and the right rear wheel 27 both jump down relative to the vehicle body 10, and the left front wheel 21 and the right front wheel 23 both jump up relative to the vehicle body 10, increasing the distribution ratio of the driving force of the third motor 45, and reducing the driving force distribution ratio of the first motor 41 and the driving force distribution ratio of the second motor 43 by the same amount.

[0130] Please combine Fig.12Before the driving force distribution ratio of each motor 40 is adjusted, the driving force of the third motor 45: the driving force of the first motor 41: the driving force of the second motor 43 is M11: M12: M13. Then, when the left rear wheel 25 and the right rear wheel 27 both jump down relative to the vehicle body 10, and the left front wheel 21 and the right front wheel 23 both jump up relative to the vehicle body 10 (the working condition of the two rear wheels synchronously overcoming obstacles), the vertical load of the left front wheel 21 and the right front wheel 23 increases, and the vertical load of the left rear wheel 25 and the right rear wheel 27 decreases. The slippage can be overcome by reducing the distribution ratio of the driving force of the first motor 41 and the second motor 43 and increasing the distribution ratio of the driving force of the third motor 45 to achieve smooth obstacle overcoming. After the driving force distribution ratio of each motor 40 is adjusted, the driving force of the third motor 45: the driving force of the first motor 41: the driving force of the second motor 43 is M21: M22: M23. Then, M11<M21, M12>M22, M13>M23. For example, if M11:M12:M13 can be 3:4:4, then M21:M22:M23 can be 4:3:3.

[0131] See also Figure 2 and Fig.10 In some embodiments, 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between each first wheel and the vehicle body 10 may also include:

[0132] 0535: When the right front wheel 23 and the left rear wheel 25 both jump up relative to the vehicle body 10, and the right rear wheel 27 and the left front wheel 21 both jump down relative to the vehicle body 10, the driving force distribution ratio of the first motor 41 is increased, and the driving force distribution ratio of the second motor 43 and the driving force distribution ratio of the third motor 45 are reduced, and the reduced driving force distribution ratio of the third motor 45 is greater than the reduced driving force distribution ratio of the second motor 43.

[0133] Please combine Fig.13Before the driving force distribution ratio of each motor 40 is adjusted, the driving force of the third motor 45: the driving force of the first motor 41: the driving force of the second motor 43 is M11: M12: M13. Then, when the right front wheel 23 and the left rear wheel 25 both jump up relative to the vehicle body 10, and the right rear wheel 27 and the left front wheel 21 both jump down relative to the vehicle body 10 (the working condition of the right front wheel 23 overcoming obstacles), the vertical load of the left rear wheel 25 and the right front wheel 23 increases, and the vertical load of the left front wheel 21 and the right rear wheel 27 decreases. The slippage can be overcome by increasing the driving force distribution ratio of the first motor 41 and reducing the driving force distribution ratio of the second motor 43 and the driving force distribution ratio of the third motor 45 to achieve smooth obstacle overcoming. After the driving force distribution ratio of each motor 40 is adjusted, the driving force of the third motor 45: the driving force of the first motor 41: the driving force of the second motor 43 is M21: M22: M23. Then, M11<M21, M12>M22, M13>M23. For example, if M11:M12:M13 can be 4:3:4, then M21:M22:M23 can be 5:2:3.

[0134] See also Figure 2 and Fig.10 In some embodiments, 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between each first wheel and the vehicle body 10 may also include:

[0135] 0537: When the left front wheel 21 and the right rear wheel 27 both jump up relative to the vehicle body 10, and the right front wheel 23 and the left rear wheel 25 both jump down relative to the vehicle body 10, the driving force distribution ratio of the second motor 43 is increased, and the driving force distribution ratio of the first motor 41 and the driving force distribution ratio of the third motor 45 are reduced, and the reduced driving force distribution ratio of the third motor 45 is greater than the reduced driving force distribution ratio of the first motor 41.

[0136] Please combine Fig.14Before the driving force distribution ratio of each motor 40 is adjusted, the driving force of the third motor 45: the driving force of the first motor 41: the driving force of the second motor 43 is M11: M12: M13. Then, when the right front wheel 23 and the left rear wheel 25 both jump up relative to the vehicle body 10, and the right rear wheel 27 and the left front wheel 21 both jump down relative to the vehicle body 10 (the working condition of the left front wheel 21 overcoming obstacles), the vertical load of the left front wheel 21 and the right rear wheel 27 increases, and the vertical load of the right front wheel 23 and the left rear wheel 25 decreases. The slippage can be overcome by increasing the driving force distribution ratio of the second motor 43 and reducing the driving force distribution ratio of the first motor 41 and the driving force distribution ratio of the third motor 45 to achieve smooth obstacle overcoming. After the driving force distribution ratio of each motor 40 is adjusted, the driving force of the third motor 45: the driving force of the first motor 41: the driving force of the second motor 43 is M21: M22: M23. Then, M11>M21, M12<M22, M13>M23. For example, if M11:M12:M13 can be 4:3:4, then M21:M22:M23 can be 3:5:2.

[0137] See also Figure 2 and Fig.10 In some embodiments, 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between each first wheel and the vehicle body 10 may also include:

[0138] 0539: When the left front wheel 21, the right front wheel 23, the left rear wheel 25 and the right rear wheel 27 jump up or down relative to the vehicle body 10 in other combinations, the driving force distribution ratio among the first motor 41, the second motor 43 and the third motor 45 remains unchanged.

[0139] Specifically, before the distribution ratio of the driving force of each motor 40 is adjusted, the driving force of the third motor 45: the driving force of the first motor 41: the driving force of the second motor 43 is M11: M12: M13, then in all other working conditions except the above four working conditions, after the distribution ratio of the driving force of each motor 40 is adjusted, the driving force of the third motor 45: the driving force of the first motor 41: the driving force of the second motor 43 is M21: M22: M23. Then, M11 = M21, M12 = M22, M13 = M23.

[0140] Correspondingly, when executing the computer program 302 , the processor 53 in the suspension control device 50 can also implement the methods in 0531 , 0533 , 0535 , 0537 and 0539 .

[0141] See also Figure 2 In the embodiment of the present application, the suspension 30 may be an active suspension or a passive suspension. The active suspension includes an air suspension. In addition, the suspension 30 may be an independent suspension or a semi-independent suspension, which is not limited here. Fig.15 , the suspension control method may further include:

[0142] 09: Control the active suspension to raise the height of the vehicle body 10 relative to the subframe 131 of the suspension.

[0143] Correspondingly, the processor 53 in the suspension control device 50 can also implement the method in 09 when executing the computer program 302. That is, the processor 53 is also used to control the active suspension to raise the height of the vehicle body 10 relative to the subframe 131 of the suspension.

[0144] When the vehicle 1000 is on a road with many obstacles, the chassis of the vehicle 1000 is prone to collide with obstacles, thereby causing the vehicle 1000 to malfunction. Therefore, after the vehicle 1000 enters the rock mode in the manner described above, the processor 53 will control the suspension to raise the height of the vehicle body 10 of the vehicle 1000 to prevent the vehicle 1000 from colliding with obstacles, which can ensure the normal driving of the vehicle 1000 (improve off-road capability) and also ensure the safety and service life of the vehicle 1000. Specifically, in the rock mode, the processor 53 will read the height signal of the aforementioned position detection component or distance sensor 70, and analyze the height information of the four wheels 20 to determine whether to execute the control of the active suspension to raise the height of the vehicle body 10 relative to the subframe 131 of the suspension.

[0145] Third, see Figure 2 , the embodiment of the present application also provides a suspension control system 100 for a vehicle. Specifically, the suspension of the vehicle 1000 includes a subframe 131, and a control arm 31 connecting the subframe 131 and each wheel 20. The suspension control system 100 includes the relative position detection component 70 described above and the suspension control device 50 described in any one of the above embodiments, the relative position detection component 70 is connected to the suspension control device 50, and the suspension control device 50 is configured to obtain detection data, such as an angle, from the relative position detection component 70.

[0146] In a fourth aspect, the embodiments of the present application further provide a suspension control system 100 for a vehicle. Specifically, the suspension control system 100 includes the above-mentioned distance sensor 70 and the suspension control device 50 described in any one of the above-mentioned embodiments, the distance sensor 70 is connected to the suspension control device 50, and the suspension control device 50 is configured to obtain detection data from the distance sensor 70, such as the relative distance between the vehicle body 10 and each wheel 20 in the height direction of the vehicle 1000.

[0147] Fifth, please refer to Figure 2 The embodiment of the present application further provides a suspension system 200 for a vehicle, and the suspension system 200 includes a suspension and a suspension control device 50 or the suspension control system 100 described in any of the above embodiments.

[0148] For the sixth aspect, please refer to Figure 2 The embodiment of the present application also provides a vehicle 1000, including the suspension control device 50 described in any of the above embodiments, or the suspension control system 100 described in any of the above embodiments, or the suspension system 200 described in any of the above embodiments.

[0149] For the seventh aspect, please refer to Fig.16 The embodiment of the present application also provides a computer-readable storage medium 300, and in particular provides a non-volatile computer-readable storage medium 300, on which a computer program 302 is stored. When the computer program 302 is executed by the processor 53, the suspension control method described in any of the previous embodiments is implemented.

[0150] Please combine Figures 1 to 3 For example, when the computer program 302 is executed by the processor 53, the following suspension control method is implemented: 03: obtaining the state relationship between the first wheel and the vehicle body 10; 05: adjusting the distribution ratio between the driving forces of at least two motors 40 according to the state relationship between the first wheel and the vehicle body 10; and 07: controlling at least two motors 40 to output driving force according to the adjusted distribution ratio.

[0151] For another example, when the computer program 302 is executed by the processor 53, the control methods in 03, 0311, 0313, 0315, 0317, 0331, 0333, 05, 0511, 0513, 0515, 0517, 0531, 0533, 0535, 0537, 0539, 07, and 09 can also be implemented.

[0152] The vehicle suspension control system 100, vehicle suspension system 200, vehicle 1000 and computer-readable storage medium 300 of the present application fully consider the state relationship between the first wheel and the vehicle body 10 when adjusting the distribution ratio between the driving forces of at least two motors 40. Since the state relationship between the first wheel and the vehicle body 10 changes dynamically in real time, it can be ensured that the proportional distribution of the driving force of the first wheel by the processor 53 at any time is more accurate than the distribution of the traditional differential lock. The precise distribution ratio between the driving forces of each wheel 20 can make it easier for the vehicle 1000 to overcome slipping, thereby ensuring that the vehicle 1000 can smoothly climb and overcome obstacles.

[0153] It can be understood that the computer-readable storage medium 300 may include: any entity or device capable of carrying the computer program 302, a recording medium, a USB flash drive, a mobile hard disk, a magnetic disk, an optical disk, a computer memory 51, a read-only memory 51 (ROM), a random access memory 51 (RAM), and a software distribution medium. The computer program 302 may include computer program 302 code. The computer program 302 code may be in source code form, object code form, an executable file, or some intermediate form.

[0154] In certain embodiments of the present application, the controller 50 may be a single-chip microcomputer chip that integrates a processor 53, a memory 51, a communication module, etc. The processor 53 may be a central processing unit (CPU), a graphics processing unit (GPU), or other general-purpose processors 53, digital signal processors 53 (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc.

[0155] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code that includes one or more executable instructions for implementing the steps of a specific logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0156] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, apparatus or device (such as a computer-based system, a system including a processing module, or other system that can fetch instructions from an instruction execution system, apparatus or device and execute instructions), or used in combination with these instruction execution systems, apparatuses or devices.

[0157] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments of the present application without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A suspension control method for a vehicle, the vehicle comprising a vehicle body, wheels mounted on the vehicle body, a suspension connecting the wheels and the vehicle body, and at least two motors mounted on the suspension and used to output driving force to the wheels, the wheels comprising at least one first wheel, the first wheel being all the wheels in the vehicle or a part of all the wheels; characterized in that: The suspension control method comprises: Acquiring a state relationship between the first wheel and the vehicle body; adjusting a distribution ratio between driving forces of at least two of the motors according to a state relationship between the first wheel and the vehicle body; and Control at least two of the motors to output driving force according to the adjusted distribution ratio.

2. The suspension control method according to claim 1, characterized in that: The acquiring the state relationship between the first wheel and the vehicle body includes: Obtaining a change in the relative position between the vehicle body and each of the first wheels; and A state relationship between each of the first wheels and the vehicle body is determined according to the change in the relative position.

3. The suspension control method according to claim 2, characterized in that: The obtaining of the change in the relative position between the vehicle body and each of the first wheels comprises: When the vehicle enters the rock mode, a change in the relative position between the vehicle body and each of the first wheels is acquired.

4. The suspension control method according to claim 2, characterized in that: The vehicle also includes a first link and a second link, one end of the first link is rotatably connected to one end of the second link, the other end of the first link is connected to the suspension, and the other end of the second link is connected to the vehicle body or a subframe of the suspension; the relative position between the vehicle body and each of the first wheels includes the relative distance between the vehicle body and each of the first wheels in the height direction of the vehicle; obtaining the change in the relative position between the vehicle body and each of the first wheels includes: obtaining the change in the angle between the first link and the second link.

5. The suspension control method according to claim 4, characterized in that: The obtaining of the change in the relative position between the vehicle body and each of the first wheels further comprises: When the angle increases, determining that the relative distance between the vehicle body and each of the first wheels in the vehicle height direction increases; and / or When the angle decreases, it is determined that the relative distance between the vehicle body and each of the first wheels in the vehicle height direction decreases.

6. The suspension control method according to claim 4, characterized in that: The vehicle body includes a vehicle body shell and a subframe, and the suspension includes a control arm connecting the subframe and each of the first wheels; the vehicle also includes a relative position detection component, and the relative position detection component includes the first link, the second link and a detector, one end of the first link is connected to the control arm, and one end of the second link is connected to the vehicle body or the subframe, and the detector is arranged at the junction of the first link and the second link, and is used to detect the angle between the first link and the second link.

7. The suspension control method according to claim 2, characterized in that: The relative position between the vehicle body and each of the first wheels includes a relative distance between the vehicle body and each of the first wheels in the vehicle height direction; and determining the state relationship between each of the first wheels and the vehicle body according to a change in the relative position includes: determining that the first wheel jumps relative to the vehicle body when the relative distance between the vehicle body and each of the first wheels decreases; and When the relative distance between the vehicle body and each of the first wheels increases, it is determined that the first wheel jumps downward relative to the vehicle body.

8. The suspension control method according to claim 1, characterized in that: The first wheels include a left front wheel, a right front wheel, a left rear wheel and a right rear wheel; the state relationship between the first wheels and the vehicle body includes the first wheel jumping relative to the vehicle body and the first wheel jumping relative to the vehicle body; The adjusting the distribution ratio between the driving forces of at least two of the motors according to the state relationship between each of the first wheels and the vehicle body comprises: In the case that the left front wheel and the right front wheel both jump down relative to the vehicle body, and the left rear wheel and the right rear wheel both jump up relative to the vehicle body, the driving force distribution ratio of the motor for driving the left rear wheel and the driving force distribution ratio of the motor for driving the right rear wheel are increased, and the driving force distribution ratio of the motor driving the left front wheel and the driving force distribution ratio of the motor driving the right front wheel are reduced, and the driving force distribution ratio of the motor driving the left front wheel and the driving force distribution ratio of the motor driving the right front wheel are reduced by the same amount; and / or In the case that the left rear wheel and the right rear wheel both jump down relative to the vehicle body, and the left front wheel and the right front wheel both jump up relative to the vehicle body, the distribution ratio of the driving force of the motor used to drive the left front wheel and the distribution ratio of the driving force of the motor used to drive the right front wheel are increased, and the distribution ratio of the driving force of the motor used to drive the left rear wheel and the distribution ratio of the driving force of the motor used to drive the right rear wheel are reduced, and the distribution ratio of the driving force of the motor driving the left rear wheel and the distribution ratio of the driving force of the motor driving the right rear wheel are reduced equally; and / or In the case where both the right front wheel and the left rear wheel jump up relative to the vehicle body, and both the right rear wheel and the left front wheel jump down relative to the vehicle body, increasing the distribution ratio of the driving force of the motor used to drive the left rear wheel, decreasing the distribution ratio of the driving force of the motor used to drive the right rear wheel, and decreasing the distribution ratio of the driving force of the motor used to drive the left front wheel; and / or In the case where both the left front wheel and the right rear wheel jump up relative to the vehicle body, and both the right front wheel and the left rear wheel jump down relative to the vehicle body, increasing the distribution ratio of the driving force of the motor used to drive the right rear wheel, decreasing the distribution ratio of the driving force of the motor used to drive the left rear wheel, and decreasing the distribution ratio of the driving force of the motor used to drive the right front wheel; and / or When the left front wheel, the right front wheel, the left rear wheel and the right rear wheel jump up or down relative to the vehicle body in other combinations, the driving force distribution ratio of each of the motors is kept unchanged.

9. The suspension control method according to claim 1, characterized in that: The state relationship between the first wheel and the vehicle body includes the first wheel jumping relative to the vehicle body and the first wheel jumping relative to the vehicle body; the first wheel includes a left front wheel, a right front wheel, a left rear wheel and a right rear wheel, and the motor includes a first motor for driving the left rear wheel, a second motor for driving the right rear wheel and a third motor for driving the left front wheel and the right front wheel; The adjusting the distribution ratio between the driving forces of at least two of the motors according to the state relationship between each of the first wheels and the vehicle body comprises: When the left front wheel and the right front wheel both jump down relative to the vehicle body, and the left rear wheel and the right rear wheel both jump up relative to the vehicle body, increasing the driving force distribution ratio of the first motor and the driving force distribution ratio of the second motor, and reducing the driving force distribution ratio of the third motor; and / or When the left rear wheel and the right rear wheel both jump down relative to the vehicle body, and the left front wheel and the right front wheel both jump up relative to the vehicle body, the distribution ratio of the driving force of the third motor is increased, and the distribution ratio of the driving force of the first motor and the distribution ratio of the driving force of the second motor are reduced equally; and / or In the case where the right front wheel and the left rear wheel both jump up relative to the vehicle body, and the right rear wheel and the left front wheel both jump down relative to the vehicle body, the distribution ratio of the driving force of the first motor is increased, and the distribution ratio of the driving force of the second motor and the distribution ratio of the driving force of the third motor are reduced, and the reduced distribution ratio of the driving force of the third motor is greater than the reduced distribution ratio of the driving force of the second motor; and / or In the case where the left front wheel and the right rear wheel both jump up relative to the vehicle body, and the right front wheel and the left rear wheel both jump down relative to the vehicle body, the distribution ratio of the driving force of the second motor is increased, and the distribution ratio of the driving force of the first motor and the distribution ratio of the driving force of the third motor are reduced, and the reduced distribution ratio of the driving force of the third motor is greater than the reduced distribution ratio of the driving force of the first motor; and / or When the left front wheel, the right front wheel, the left rear wheel and the right rear wheel jump up or down relative to the vehicle body in other combinations, the driving force distribution ratio among the first motor, the second motor and the third motor is kept unchanged.

10. The suspension control method according to any one of claims 1 to 9, characterized in that: The suspension is an active suspension; the suspension control method further includes: The active suspension is controlled to raise the height of the vehicle body relative to the subframe of the suspension.

11. The suspension control method according to claim 10, characterized in that: The active suspension includes an air suspension.

12. The suspension control method according to claim 1, characterized in that: The number of the first wheels is plural.

13. A suspension control device for a vehicle, characterized in that: The invention comprises a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the suspension control method according to any one of claims 1 to 12 is implemented.

14. A suspension control system for a vehicle, characterized in that: The suspension of the vehicle includes a subframe, and a control arm connecting the subframe and each of the first wheels; the suspension control system includes: Relative position detection component; and The suspension control device of claim 13, wherein the relative position detection component is connected to the suspension control device, and the suspension control device is configured to obtain the state relationship through the relative position detection component.

15. The suspension control system according to claim 14, characterized in that: The relative position detection component includes a first link, a second link and a detector, one end of the first link is connected to the control arm, one end of the second link is connected to the body of the vehicle or the subframe, the other end of the first link is rotatably connected to the other end of the second link, the detector is arranged at the junction of the first link and the second link, and is used to detect the angle between the first link and the second link, and the state relationship is obtained based on the angle.

16. A suspension control system for a vehicle, characterized in that: The suspension of the vehicle includes a subframe, and a control arm connecting the subframe and each of the first wheels; the suspension control system includes: distance sensor; and The suspension control device of claim 13, wherein the distance sensor is connected to the suspension control device, and the suspension control device is configured to obtain the state relationship through the distance sensor.

17. The suspension control system according to claim 16, characterized in that: The distance sensor is used to detect the relative distance between the vehicle body and each of the first wheels in the height direction of the vehicle, and the state relationship is obtained based on the relative distance.

18. A suspension system for a vehicle, characterized in that: include: Suspension; and; The suspension control device of claim 13, or the suspension control system of any one of claims 14 to 17.

19. A vehicle, characterized in that: It comprises the suspension control device according to claim 13, or the suspension control system according to any one of claims 14 to 17, or the suspension system according to claim 18.

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

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