Control method for vehicle, controller, semi-active suspension system and storage medium

Abstract

The invention provides a control method for a vehicle. The control method comprises the following steps: acquiring a yaw correction torque value when the vehicle is braked; calculating a target damping control parameter according to the steering condition of the vehicle, the yaw correction torque value, a pre-calibrated vehicle speed related damping force factor and a steering factor; and generating and transmitting a signal representing the target damping control parameter to the suspension system. The invention further comprises a controller for the vehicle, a semi-active suspension system, a dynamic control system and a storage medium.

Description

Technical Field

[0001] The present application relates to vehicle control technology, and more specifically, to control technology related to vehicle body stability programs and semi-active suspension systems. Background Art

[0002] The vehicle's suspension system is used to ensure the vehicle's ride comfort, operational stability, and to provide good vibration reduction capabilities. Active or semi-active suspension systems are widely used because they can achieve real-time adjustment of stiffness and damping, and combined with the use of air springs to ensure the vehicle's ride comfort and stability when driving on different road surfaces. However, in current vehicles, the interaction between vehicle dynamic control and vehicle suspension control is limited, and it is necessary to make improvements in this regard to further improve vehicle stability. Summary of the invention

[0003] According to one aspect of the present application, a control method for a vehicle is provided, which can improve at least one of the above-mentioned aspects.

[0004] According to the control method for a vehicle of the present application, it includes: obtaining a yaw correction torque value when the vehicle is braked; calculating a target damping control parameter according to the yaw correction torque value, a pre-calibrated vehicle speed-related damping force factor, and a steering factor based on the steering condition of the vehicle; and generating a signal representing the target damping control parameter and sending it to the suspension system of the vehicle. By way of example and not limitation, the yaw correction torque value of the vehicle may be obtained from a relevant system of the vehicle, such as a system for controlling vehicle body stability of an electronic stability system ESP. In some cases, the yaw correction torque value may be obtained from a dynamic control system of the vehicle. In some vehicle system settings, the dynamic control system of the vehicle may be set in an electronic stability system.

[0005] The control method for a vehicle may, optionally or additionally, further include: acquiring a current damping force of a damper from the suspension system; and calculating a wheel vertical force of the vehicle based on the current damping force.

[0006] The control method for a vehicle may, optionally or additionally, further include: transmitting a signal representing the vertical force of the wheel to a dynamic model of the vehicle.

[0007] The control method for a vehicle may, optionally or supplementally, further include: calculating a vehicle speed correction compensation value based on the current damping force and the calculated wheel vertical force; and transmitting a signal representing the vehicle speed correction compensation value to the vehicle dynamic control system so that the vehicle dynamic control system optimizes relevant algorithms.

[0008] The control method for a vehicle may, optionally or additionally, obtain a yaw correction torque value when the vehicle brakes, including: obtaining a first correction torque value, which is a yaw correction torque value for the brake torque when the vehicle brakes; and obtaining a second correction torque value, which is a yaw correction torque value for the total torque excluding the brake torque.

[0009] The control method for a vehicle may, optionally or additionally, comprise steering conditions of the vehicle including oversteering and understeering, wherein, in the case of oversteering, the target damping control parameter is determined based on a pre-calibrated steering factor for oversteering, a pre-calibrated vehicle speed-related damping force factor for oversteering, and the yaw correction torque value; and in the case of understeering, the target damping control parameter is determined based on a pre-calibrated steering factor for understeering, a pre-calibrated vehicle speed-related damping force factor for understeering, and the yaw correction torque value.

[0010] In the control method for a vehicle, by way of example and not limitation, the target damping control parameter is a target damping force.

[0011] The present application also provides a controller for a vehicle, the controller comprising: a memory for storing program instructions; a processor for executing the program instructions, and in the process of executing the program instructions, the controller is capable of communicating with the body stability program and suspension system of the vehicle including the controller, and implementing any one of the methods of the above examples.

[0012] The present application also provides a dynamic control system, which is configured to execute any one of the above-mentioned examples of methods, or includes the controller described above.

[0013] A semi-active suspension system is also provided, characterized in that it is configured to be able to execute any one of the above-described methods, or includes the above-described controller.

[0014] A computer-readable storage medium is also provided, which includes one or more programs, wherein the one or more programs include instructions for executing any one of the methods described above.

[0015] The computer-readable storage medium is illustratively a non-transitory computer-readable storage medium.

[0016] In the above examples, the suspension system is a semi-active suspension system. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present application will be more fully understood by referring to the following detailed description of specific embodiments in conjunction with the accompanying drawings, in which the same reference numerals refer to the same elements, wherein:

[0018] Figure 1is a flow chart of a control method for a vehicle according to an example of the present application;

[0019] Figure 2 is a schematic diagram of an ESP and semi-active suspension system of a vehicle according to an example of the present application;

[0020] Figure 3 It is a schematic diagram of the structure of a controller for a vehicle according to an example of the present application. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the following will be combined with the accompanying drawings to clearly and completely describe the implementation methods of the present application. It should be noted that the described implementation methods are only part of the implementation methods of the technical solution of the present application, not all. All other implementation methods obtained by ordinary technicians in this field based on the implementation methods recorded in the application documents without paying creative work are covered by the protection scope of the present application.

[0022] The terms "first", "second", etc. in the specification, claims and drawings of this application are used to distinguish similar objects, rather than to describe a specific order or sequence. It should be understood that the numerical identifiers used herein are interchangeable where appropriate, so that the embodiments of the invention described herein can be implemented in an order other than that illustrated or described herein. In addition, "first" and "second" are used only for description, rather than to express or imply relative importance or to implicitly indicate the number of technical features indicated. Thus, features defined as "first" and "second" may explicitly or implicitly include one or more of the features, and in the description of the embodiments of the present application, unless otherwise stated, "multiple" means two or more.

[0023] As used hereinafter, the words “example” or “exemplarily” or “exemplarily” mean “serving as an example, embodiment, or illustration.” Any embodiment described as “example” or “exemplarily” or “exemplarily” is not necessarily to be construed as preferred or advantageous over other embodiments.

[0024] The Electronic Stability Program (ESP) analyzes the vehicle driving status information transmitted from various sensors, and then issues correction instructions to ABS, EBD, etc. to help the vehicle maintain dynamic balance. ESP includes the Electronic Brake Distribution (EBD), Anti-lock Brake System (ABS), Traction Control System (TCS), Vehicle Dynamic Control (VDC), etc. In practical applications, the above-mentioned systems may not be named ESP, EBD, ABS, TCS, VDC, etc., but other names, but are used to achieve similar functions. The examples of this application do not exclude those systems and / or components that actually achieve similar functions but have different names because of the use of names such as ESP and VDC.

[0025] The control method for a vehicle according to the present application can be executed by various control systems of the vehicle such as a system for controlling suspension, a system for controlling body stability, a vehicle dynamic control system, or a controller and related components thereof, so as to improve suspension control. In the case where the vehicle includes ESP, the method according to the present application can be executed by the ESP system and the suspension system of the vehicle, and more specifically, an interaction is established between the ESP and the damping controller of the suspension system. In each embodiment of the present application, a semi-active suspension system is used as a specific example of a suspension system, but the application of the present application to an active suspension system is not limited thereto.

[0026] Figure 1 1 is a flow chart of a control method for a vehicle according to an example of the present application. The vehicle includes an electronic stability program ESP and a semi-active suspension system. It should be understood that the vehicle may include more electronic control systems, and only control systems related to various embodiments of the present application are listed here. The suspension system mentioned in each embodiment of the present application, by way of example and not limitation, the damper is an electrically controlled adjustable damper.

[0027] like Figure 1As shown, in step S100, the yaw correction torque value when the vehicle is braking is obtained. By way of example and not limitation, the yaw correction torque value may be obtained from the vehicle dynamic control VDC function module. In the case where the vehicle includes a vehicle dynamic control system, the yaw correction torque value when the vehicle is braking may be obtained from the vehicle dynamic control system. In some cases, the vehicle dynamic control VDC is set in the ESP of the vehicle. In this case, the yaw correction torque value may be directly obtained from the ESP. Here, as long as the yaw correction torque value when the vehicle is braking can be obtained, it is not limited to the VDC and ESP listed here. In step S102, the target damping control parameter is determined according to the steering condition of the vehicle, the yaw correction torque value, the pre-calibrated vehicle speed-related resistance factor, and the pre-calibrated steering factor. The steering condition of the vehicle may be determined based on the data of the vehicle steering system, or alternatively or additionally, it may be determined by the data sensed or calculated by the vehicle ESP. In step S104, a signal representing the target damping control parameter is generated and sent to the relevant components for controlling the suspension, such as the controller of the suspension system. The target damping control parameter may include a damping force, a damping ratio, and a control current for controlling an adjustable damping controller, etc. In the following examples of the present application, the damping force will be used as an example for explanation.

[0028] According to the control method of the example of the present application, the target damping control parameter can be generated based on the yaw torque value and the like, and sent to the suspension system. Figure 1 The control method shown can be implemented in ESP (specifically in VDC) or in a vehicle chassis controller. Interaction is established between the VDC suspension system so that the vehicle's suspension system can control the damper in real time using signals collected by ESP, or data acquired by ESP, or calculated by ESP.

[0029] According to some examples of this application, Figure 1The method shown also includes step S106, obtaining the current damping force of the vehicle's damper from the suspension system. The vehicle has multiple dampers, such as the front damper and the rear damper mentioned below. Here, the current resistance of each damper of the vehicle can be obtained respectively. In step S108, the wheel vertical force of the vehicle is calculated according to the current damping force obtained. For example, the damping forces obtained can be used as inputs of the six-degree-of-freedom model of the vehicle to calculate the wheel vertical force; in this process, the lateral acceleration, vertical acceleration reading, forward tilt angle, roll angle and yaw angular velocity, wheel height, spring system stiffness, etc. of the vehicle can also be selectively or fully used as inputs of the model according to requirements to calculate the wheel vertical force together with the current damping force of the vehicle. It should be understood that the calculated wheel vertical force is the vertical force for each wheel. In step S110, the signal representing the wheel vertical force is transmitted to the dynamic model of the vehicle to optimize the dynamic model. By way of example and not limitation, the dynamics model may be set in the VDC, and the VDC implements dynamic control of the vehicle that is more in line with current road conditions through the calculated vertical force.

[0030] It can be seen that according to the method for controlling a vehicle of the present application, by establishing interaction between a vehicle body stability control system such as ESP and a vehicle suspension control system, on the one hand, the control of the vehicle electrical damper can be optimized based on data from a vehicle body stability control system such as ESP, and on the other hand, the dynamic control of the vehicle body can be optimized based on the real-time damping force of the damper. This is impossible to achieve for conventional vehicle control that does not establish interaction between a vehicle body stability control system such as ESP (especially VDC) and a suspension system.

[0031] According to some other examples of the present application, step S112 is also included, in which a vehicle speed correction compensation value is calculated based on the current damping force and the calculated wheel vertical force. For example, the current damping force and the calculated wheel vertical force are used as inputs of the six-degree-of-freedom model of the vehicle to calculate the correction compensation value. In addition, information such as the stiffness of the spring system can also be used as input to calculate the vehicle speed correction compensation value as required. In step S114, a signal representing the calculated correction compensation value is transmitted to the vehicle dynamic control system, for example, to the controller of the VDC. The VDC can optimize the relevant algorithm based on the obtained correction compensation value.

[0032] In each example of this application, including the above combination Figure 1 In each example of the described method, the suspension system may be a semi-active suspension system. In the following examples, the semi-active suspension system will be used as an example of the suspension system for description.

[0033] According to some examples, in step S100, obtaining the yaw correction torque value when the vehicle is braked may include obtaining a first correction torque value and a second correction torque value. The first positive torque value is a yaw correction torque value Mz for brake torque when the vehicle is braked, and the second correction torque value is a yaw correction torque value MzFFMA for total torque other than the brake torque.

[0034] The steering conditions of the vehicle include oversteering and understeering. According to the example of the present application, the steering factors and the vehicle speed-related damping force factors for oversteering and understeering are pre-calibrated respectively. That is, the steering factor for oversteering and the vehicle speed-related damping force factor for oversteering; and the steering factor for understeering and the pre-calibrated vehicle speed-related damping force factor for understeering.

[0035] For oversteering, the target damping force is determined based on a pre-calibrated steering factor for oversteering, a pre-calibrated vehicle speed-dependent damping force factor for oversteering, and a yaw correction torque value. For example, the target damping force is calculated according to the following formulas (1) to (4):

[0036] F _damping_i =Original _OS_FAi ×(1-|dMZ|×Factor _front_OSi ) (1)

[0037] R _damping_i =Original _OS_RAi ×(1+|dMZ|×Factor _rear_OSi ) (2)

[0038] F _damping_o =Original _OS_FAo ×(1-|dMZ|×Factor _front_OSo ) (3)

[0039] R _damping_o =Original _OS_RAo ×(1+|dMZ|×Factor _rear_OSo ) (4)

[0040] Among them, F _damping_i is the damping force of the inner front wheel, F _damping_o is the outer front wheel damping force, R _damping_i is the damping force of the inner rear wheel, R _damping_o is the outer rear wheel damping force, dMZ is the sum of the first correction torque value Mz and the second correction torque value MzFFMA, Factor _front_OSi is the pre-calibrated steering factor for inside front wheel oversteering, Factor _front_OSois the pre-calibrated steering factor for outside front wheel oversteering, Factor _rear_OSi is the pre-calibrated steering factor for the inside rear wheel oversteering, Factor _rear_OSo The pre-calibrated steering factor for oversteering of the outer rear wheel. _OS_FAi The pre-calibrated speed-dependent damping force or damping ratio for inside front wheel oversteer. _OS_FAo is the pre-calibrated speed-dependent damping force or damping ratio for outside front wheel oversteer. _OS_RAi is the pre-calibrated speed-dependent damping force or damping ratio for inside rear wheel oversteer. _OS_RAo It is a pre-calibrated speed-dependent damping force or damping ratio for oversteer of the outside rear wheel.

[0041] In the case of understeering, the target damping force is determined based on a pre-calibrated steering factor for understeering, a pre-calibrated vehicle speed-dependent damping force factor for understeering, and a yaw correction torque value. For example, the target damping force is calculated according to the following formulas (5) to (8):

[0042] F _damping_i =Orignal _US_FAi ×(1+|dMZ|×Factor _front_USi ) (5)

[0043] R _damping_i =Orignal _US_RAi ×(1-|dMZ|×Factor _rear_USi ) (6)

[0044] F _damping_o =Orignal _US_FAo ×(1+|dMZ|×Factor _front_USo ) (7)

[0045] R _damping_o =Orignal _US_RAo ×(1-|dMZ|×Factor _rear_USo ) (8)

[0046] Among them, F _damping_i is the damping force of the inner front wheel, F _damping_o is the outer front wheel damping force, R _damping_i is the damping force of the inner rear wheel, R _damping_o is the outer rear wheel damping force, dMZ is the sum of the first correction torque value and the second correction torque value, Factor _front_USi is the pre-calibrated steering factor for the inner front wheel understeer, Factor_front_USo is the pre-calibrated steering factor for understeering of the outer front wheel. _rear_USi is the pre-calibrated steering factor for the inside rear wheel understeer, Factor _rear_USo The pre-calibrated steering factor for the outside rear wheel understeer, _US_FAi is the pre-calibrated speed-dependent damping force or damping ratio for the inside front wheel understeer. _US_FAo is the pre-calibrated speed-dependent damping force or damping ratio for the outer front wheel understeer. _US_RAi The pre-calibrated speed-dependent damping force or damping ratio for the inside rear wheel understeer. _US_RAo It is the pre-calibrated speed-dependent damping force or damping ratio for understeer of the outside rear wheel.

[0047] According to the example of the present application, the VDC of the vehicle determines the specific position of each of the four wheels when the vehicle turns according to information such as wheel speed, that is, determines which position they are located at among the front inner side, the rear inner side, the front outer side, and the rear outer side. The information used by the VDC to determine the wheel position can come from ESP, such as sensing data transmitted to ESP by a sensor, data transmitted to ESP by other systems, or data calculated by ESP. In other cases, the VDC can directly obtain wheel position information from relevant sensors or other systems.

[0048] Figure 2 2 is a schematic diagram of a system for controlling vehicle body stability, such as ESP 20, and a semi-active suspension system 30 of a vehicle according to an example of the present application. Figure 1 The control method for a vehicle shown can be applied in Figure 2 In the system shown, the interaction between ESP20 and the semi-active suspension system 30 is generated. By way of example and not limitation, in this example, Figure 1 The illustrated method is performed by the VDC controller 200 .

[0049] During the operation of the vehicle, the ESP 20 and its VDC controller 200 perform their regular work. In the case of braking, for example, the VDC controller 200 obtains the required data from the vehicle state calculated by the ESP 20 and the determined control amount, and obtains the pre-calibrated data as needed, and then calculates the target control parameters for damping control based on these data. As mentioned above, the target control parameters can be the control current, target damping force, damping ratio, etc. for controlling the electronically controlled adjustable damper. In the example of the present application, the target damping force will be taken as an example.

[0050] Specifically, the VCD controller 200 obtains (step S100) a yaw correction torque value for the brake torque, i.e., a first correction torque value Mz according to the present application, and a yaw correction torque value for the total torque other than the brake torque, i.e., a second correction torque value MzFFMA according to the present application, from the vehicle state calculated by the ESP 20 and the determined control amount. It should be noted that the data obtained by the VCD controller 200 may be data sensed and / or calculated by systems and components other than the VCD system of the ESP 20, or may be data sensed and / or calculated by the VCD controller 200 itself from other systems and components.

[0051] The VDC controller 200 calculates the sum dMZ of the first yaw correction torque value Mz and the second yaw correction torque value MzFFMA, and obtains a pre-calibrated vehicle speed-related resistance factor and a pre-calibrated steering factor from the memory of the ESP (not shown), and determines the target damping control parameter based on them (step S102). According to a specific example, the VDC controller 200 determines whether the vehicle is currently in oversteering or understeering based on the working state of the vehicle steering system. In the case of oversteering, the VDC controller 200 calculates the sum dMZ of the first correction torque value Mz and the second correction torque value MzFFMA, and calculates the target damping force according to formulas (1)(2) and (3)(4) using the calculated sum dMZ, the pre-calibrated steering factor for oversteering, and the pre-calibrated vehicle speed-related damping force factor for oversteering as input quantities. In the case of understeering, the VDC controller 200 calculates the sum dMZ of the first corrected torque value Mz and the second corrected torque value MzFFMA, and uses the calculated sum dMZ, a pre-calibrated steering factor for understeering, and a pre-calibrated vehicle speed-related damping force factor for understeering as inputs to calculate the target damping force in the understeering case according to formulas (5)(6) and (7)(8).

[0052] Whether it is oversteering or understeering, the VDC controller 200 generates a signal for representing the corresponding damping force according to the calculated values ​​of each target damping force, and transmits the generated signal to the damping controller 300 of the semi-active suspension system (step S104). The damping controller 300 controls the corresponding damper and the rear damper respectively according to the received signals representing each damping force. In this example of the present application, the corresponding signals are generated according to the calculated inner front wheel damping force, outer front wheel damping force, inner rear wheel damping force, and outer rear wheel damping force, and the electronically controlled adjustable dampers 301 and 302, and the electronically controlled adjustable dampers 303 and 304 are respectively controlled accordingly. As an example, the electronically controlled adjustable dampers 301 and 302 are front dampers and the electronically controlled adjustable dampers 303 and 304 are rear dampers.

[0053] Therefore, the semi-active suspension system can adjust the control of the damper according to the data obtained by the ESP system, thereby achieving synchronization between the semi-active suspension system and ESP.

[0054] Furthermore, the VDC controller 200 also obtains the current damping force of each damper from the semi-active suspension system (step S106). Specifically, the controller of the semi-active suspension system, for example, can calculate the current state of the damper of the suspension system through the damping controller 300 according to any one of the wheel height, wheel bounce acceleration, and damper travel, including the damping force F of the dampers 301, 302, 303, and 304. 301 、F 302 、F 303 and F 304 . The height of each of the four wheels can be obtained from the sensing signal of the suspension height sensor, the wheel bounce acceleration can be obtained from the sensing signal of the suspension height sensor, and the damper stroke can also be obtained from the sensing signal of the suspension height sensor. It should be understood that the sensing signal of the suspension height sensor used to obtain the height of each of the four wheels, the wheel bounce acceleration and the damper stroke will be subjected to a series of processing such as filtering. When obtaining the damping force F of the dampers 301, 302, 303, 304 301 、F 302 、F 303 and F 304 After that, the VDC controller 200 calculates the vertical force of the wheel of the vehicle according to the current damping force obtained (step S108). 301 、F 302 、F 303 and F 304 As well as other possible input quantities, they are input into the six-degree-of-freedom model of the vehicle to calculate the vertical forces F on the four wheels. x1 、F x2 、F x3 and F x4 Further, the VDC controller 200 optimizes its dynamic model according to the calculated vertical force (step S110 ), thereby implementing better dynamic control over the vehicle.

[0055] The VDC controller 200 can also calculate the current damping force F 301 、F 302 、F 303 and F 304 , wheel vertical force F x1 、F x2 、F x3 and F x4The vehicle speed correction compensation value is calculated (step S112). The calculated correction compensation value is used by the VDC controller 200 to optimize the relevant algorithm, such as optimizing the accuracy of the vehicle model.

[0056] The present application also provides a controller for a vehicle, Figure 3 4 is a schematic diagram of the structure of the controller 4. Figure 3 As shown, the controller 4 includes a memory 40 and a processor 42. The memory 40 is used to store instructions, and the processor 42 obtains instructions from the memory 40 and executes them. In the process of executing the instructions, the processor can communicate with relevant components / systems of the vehicle and implement the above-mentioned Figure 1 The control method for a vehicle described herein can, for example, communicate with the vehicle's body stability system ESP, a semi-active suspension system, and the like.

[0057] Figure 3 The controller 4 shown can be arranged in the vehicle, or can be independent of other components and systems of the vehicle but can communicate with relevant components / systems as required, or the controller 4 can be arranged in any suitable system in the vehicle. For example, the controller 4 can be arranged in the ESP system, such as Figure 2 ESP 20 is shown.

[0058] In some cases where the controller 4 is disposed in the ESP 20, the controller 4 may be further disposed in the VDC controller 200, for example, and referred to as a part of the VDC controller 200. In this case, the VDC controller 200 may implement the above-mentioned Figure 1 A control method for a vehicle is described.

[0059] In other cases where the controller 4 is disposed in the ESP 20, the controller 4 is disposed in the ESP 20 in a manner that can communicate with the VDC controller 200. In this case, the controller 4 is in communication connection with the VDC controller 200, other related systems and / or components in the ESP 20, and the semi-active suspension system. The processor 42 of the controller 4 executes instructions stored in the memory 40, obtains the yaw correction torque value from the ESP 20, calculates the target damping force according to the steering condition of the vehicle, the yaw correction torque value, and the pre-calibrated vehicle speed-related damping force factor and the steering factor, and generates a signal representing the target damping force and sends it to the damping controller 300 of the semi-active suspension system 30. Further, the processor 42 of the controller 4 executes instructions stored in the memory 40, thereby calculating the wheel vertical force of the vehicle through the six-degree-of-freedom model of the vehicle according to the current damping force of the damper obtained from the damping controller 300. The processor 42 sends the signal representing the wheel vertical force to the dynamic model of the vehicle, which is, for example, disposed in the VDC of the ESP. Furthermore, the processor 42 of the controller 4 executes the instructions stored in the memory 40, calculates the vehicle speed correction compensation value according to the current damping force and the calculated wheel vertical force through the six-degree-of-freedom model of the vehicle, generates a signal representing the value, and sends the generated signal to the dynamic model of the vehicle for optimization. The processor 42 of the controller 4 can achieve the above combination when executing the instructions. Figure 1 The examples described, including specific examples combining formula (1) to formula (8), are not repeated here.

[0060] Figure 3 The controller 4 shown can be arranged outside the ESP in a manner that can communicate with the ESP. For example, it can be arranged in a chassis controller of the vehicle. In this case, the controller 4 can communicate with the semi-active suspension system of the vehicle.

[0061] In other cases, such as Figure 3 The controller 4 shown can also be arranged in the semi-active suspension system, for example, implemented as a part of the damping controller 300 or arranged in a manner capable of communicating with the semi-active suspension system. The specific implementation is similar to the example of the controller 4 being implemented in the ESP above, and will not be repeated.

[0062] The present application also provides a dynamic control system, which is configured to execute the method described in any one of the above examples, or include the following: Figure 3 Controller 4 is shown.

[0063] The present application also provides a semi-active suspension system, which is configured to execute the method described in any one of the above examples, or includes the following: Figure 3 Controller 4 is shown.

[0064] The present application also provides a computer-readable storage medium, which includes one or more programs, wherein the one or more programs include instructions for executing the method described in any of the examples above. When a vehicle adopts the computer-readable storage medium, the controller of any one of the ESP and semi-active suspension systems of the vehicle can execute one or more programs on the storage medium, thereby communicating with each other and implementing the examples described above.

[0065] In the examples described above in this application, when methods are involved, the order of executing the steps is not limited by the numbers indicated, for example Figure 1 Step S110 and step S112 may be executed simultaneously or one after another.

[0066] The technical features in the various embodiments of the present application can be combined with each other to form a new implementation method without departing from the spirit of the present application and without conflicting with each other.

[0067] Although specific embodiments of the present application have been shown and described in detail to illustrate the principles of the present application, it should be understood that the present application can be implemented in other ways without departing from such principles.

Claims

1. A control method for a vehicle, characterized in that: The method comprises: Acquiring a yaw correction torque value when the vehicle is braked; Calculating a target damping control parameter according to the steering condition of the vehicle, the yaw correction torque value, a pre-calibrated vehicle speed-related damping force factor, and a steering factor; and A signal representing the target damping control parameter is generated and sent to a suspension system of the vehicle.

2. The method according to claim 1, characterized in that The method further comprises: Obtaining a current damping force of a damper from the suspension system; and The wheel vertical force of the vehicle is calculated according to the current damping force.

3. The method according to claim 2, characterized in that The method further comprises: A signal representing the wheel vertical force is transmitted to a dynamic model of the vehicle.

4. The method according to claim 2, characterized in that: The method further comprises: Calculating a vehicle speed correction compensation value according to the current damping force and the calculated wheel vertical force; A signal representing the vehicle speed correction compensation value is transmitted to a dynamic control system of the vehicle so that the dynamic control system optimizes a relevant algorithm.

5. The method according to any one of claims 1 to 4, characterized in that The obtaining of the yaw correction torque value during vehicle braking includes: acquiring a first correction torque value, which is a yaw correction torque value for brake torque when the vehicle is braked; A second correction torque value is obtained, which is a yaw correction torque value for the total torque excluding the brake torque.

6. The method according to claim 5, characterized in that The steering conditions of the vehicle include oversteering and understeering, wherein: In the case of oversteering, the target damping control parameter is determined based on a pre-calibrated steering factor for oversteering, a pre-calibrated vehicle speed-dependent damping force factor for oversteering, and the yaw correction torque value; In the case of understeering, the target damping control parameter is determined based on a pre-calibrated steering factor for understeering, a pre-calibrated vehicle speed-dependent damping force factor for understeering, and the yaw correction torque value.

7. The method according to claim 6, characterized in that The target damping control parameter is the target damping force.

8. The method according to claim 7, characterized in that In the case of oversteering, the target damping force is calculated according to the following formula: F _damping_i =Original _OS_FAi ×(1-|dMZ|×Factor _front_OSi ) R _damping_i =Original _OS_RAi ×(1+|dMZ|×Factor _rear_OSi ) F _damping_o =Original _OS_FAo ×(1-|dMZ|×Factor _front_OSo ) R _damping_o =Original _OS_RAo ×(1+|dMZ|×Factor _rear_OSo ) Among them, F _damping_i is the damping force of the inner front wheel, F _damping_o is the outer front wheel damping force, R _damping_i is the damping force of the inner rear wheel, R _damping_o is the outer rear wheel damping force, dMZ is the sum of the first correction torque value and the second correction torque value, Factor _front_OSi 、Factor _front_OSo 、Factor _rear_OSi 、Factor _rear_OSo All are pre-calibrated steering factors for the corresponding situations. _OS_FAi 、Original _OS_FAo 、Original _OS_RAi 、Original _OS_RAo are pre-calibrated vehicle speed-dependent damping forces or damping ratios for the respective conditions; and In the case of understeer, the target damping force is calculated according to the following formula: F _damping_i =Orignal _US_FAi ×(1+|dMZ|×Factor _front_USi ) R _damping_i =Orignal _US_RAi ×(1-|dMZ|×Factor _rear_USi ) F _damping_o =Orignal _US_FAo ×(1+|dMZ|×Factor _front_USo ) R _damping_o =Orignal _US_RAo ×(1-|dMZ|×Factor _rear_USo ) Among them, F _damping_i is the damping force of the inner front wheel, F _damping_o is the outer front wheel damping force, R _damping_i is the damping force of the inner rear wheel, R _damping_o is the outer rear wheel damping force, dMZ is the sum of the first correction torque value and the second correction torque value, Factor _front_USi 、Factor _front_USo 、Factor _rear_USi 、Factor _rear_USo All are pre-calibrated steering factors for the corresponding situations. _US_Fai 、Original _US_FAo 、Original _US_RAi 、Original _US_RAo is a pre-calibrated steering factor for the corresponding situation.

9. The method according to any one of claims 1 to 8, characterized in that The suspension system is a semi-active suspension system.

10. A controller for a vehicle, characterized in that: The controller comprises: A memory for storing program instructions; A processor is used to execute the program instructions, and in the process of executing the program instructions, it can implement the method according to any one of claims 1 to claim 9.

11. A dynamic control system, characterized in that: It is configured to be able to perform the method according to any one of claims 1 to claim 9, or includes a controller according to claim 10.

12. A semi-active suspension system, characterized in that: It is configured to be able to perform the method according to any one of claims 1 to claim 8, or includes a controller according to claim 10.

13. A computer-readable storage medium comprising one or more programs, wherein the one or more programs include instructions for executing the method according to any one of claims 1 to 9. The computer-readable storage medium according to claim 13 is a non-transitory computer-readable storage medium.

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