Vehicle suspension control method and device

Abstract

The invention discloses a vehicle suspension control method and device, and the method comprises the steps: determining a vertical control current, a pitching control current, a roll control current, a high-frequency road surface compensation current, a limit stroke control current, a pulse vibration control current, a jump wheel compensation current and a limit working condition control current according to the current operation parameters of a vehicle; calculating the vertical control current, the pitching control current and the roll control current to obtain weighted current; if only the performance working condition is reported, the suspension is controlled according to the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the jump wheel compensation current; if at least the limit working condition is reported and the fault working condition is not reported, the suspension is controlled according to the weighted current, the limit stroke control current and the limit working condition control current; and if at least the fault working condition is reported, controlling the suspension according to the calibrated fault control current. In combination with different working conditions, the movement of the vehicle suspension in multiple directions is controlled, and the comfort and controllability of the whole vehicle are improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a vehicle suspension control method and device. Background Art

[0002] The uneven road surface during vehicle driving will cause irregular motion of the vehicle body in the vertical, roll and pitch directions, and these motions are highly coupled. Most of the existing vehicle suspension control strategies focus on controlling the undesirable motion in a certain direction, resulting in poor comfort and handling. Summary of the invention

[0003] In view of the above problems, the present invention provides a vehicle suspension control method and device that overcomes the above problems or at least partially solves the above problems.

[0004] In a first aspect, a vehicle suspension control method comprises:

[0005] Determining the vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current and limit operating condition control current of the vehicle according to the current operating parameters of the vehicle;

[0006] Performing weighted calculation according to the vertical control current, the pitch control current and the roll control current to obtain a corresponding weighted current;

[0007] If the vehicle currently reports only a performance condition, determining a corresponding performance control current according to the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the wheel jump compensation current, and controlling the suspension state of the vehicle according to the performance control current;

[0008] If the vehicle currently reports at least a limit operating condition and no fault operating condition, determining a corresponding limit control current according to the weighted current, the limit travel control current and the limit operating condition control current, and controlling the suspension state of the vehicle according to the limit control current;

[0009] If the vehicle currently reports at least the fault condition, the suspension state of the vehicle is controlled according to a pre-calibrated fault control current.

[0010] Optionally, in certain optional implementations, determining the vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current and limit operating condition control current of the vehicle according to the current operating parameters of the vehicle includes:

[0011] Determining a vertical control current, a pitch control current, a roll control current, and a high-frequency road surface compensation current for the vehicle based on the sprung mass velocity, acceleration, and angular velocity at each suspension of the vehicle;

[0012] Determining a limit travel control current and a pulse vibration control current for the vehicle according to the suspension travel of the vehicle;

[0013] Determining a wheel jumping compensation current for the vehicle according to a wheel jumping speed of the vehicle;

[0014] According to the extreme operating condition triggering state of the vehicle, an extreme operating condition control current for the vehicle is determined.

[0015] Optionally, in certain optional embodiments, before determining the vertical control current, the pitch control current, the roll control current and the high-frequency road surface compensation current for the vehicle according to the sprung mass velocity, the acceleration and the angular velocity at each suspension of the vehicle, the method includes:

[0016] The speed value of the vehicle moving up and down along the Z axis of the coordinate system is collected by an accelerometer;

[0017] The pitch angular velocity and roll angular velocity of the vehicle are collected by a gyroscope;

[0018] The sprung mass speed at each suspension of the vehicle is calculated according to the speed value, the vehicle body pitch angular speed and the vehicle body roll angular speed.

[0019] Optionally, in certain optional embodiments, determining a vertical control current, a pitch control current, a roll control current and a high-frequency road surface compensation current for the vehicle according to the sprung mass velocity, acceleration and angular velocity at each suspension of the vehicle comprises:

[0020] Determining a vertical control current and a high-frequency road surface compensation current for the vehicle according to a sprung mass velocity at each suspension of the vehicle and a vertical motion acceleration of the vehicle body;

[0021] A pitch control current and a roll control current for the vehicle are determined according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity.

[0022] Optionally, in certain optional embodiments, determining the vertical control current and the high-frequency road surface compensation current for the vehicle according to the sprung mass velocity at each suspension of the vehicle and the vertical motion acceleration of the vehicle body includes:

[0023] Determining a vertical control current for the vehicle according to the vertical motion acceleration of the vehicle body and the speed of each of the sprung masses, wherein the vertical control current is a minimum adjustable control current of a shock absorber or a maximum adjustable control current of a shock absorber, the minimum adjustable control current of the shock absorber and the maximum adjustable control current of the shock absorber are both pre-calibrated currents, and the vertical control current is used to suppress the body vibration of the vehicle;

[0024] According to the vertical movement acceleration of the vehicle body and the speeds of each of the sprung masses, a high-frequency road surface compensation current for the vehicle is determined by looking up a table, wherein the high-frequency road surface compensation current is used to suppress the body vibration of the vehicle.

[0025] Optionally, in some optional implementations, determining a pitch control current and a roll control current for the vehicle according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity comprises:

[0026] According to the pitch angular velocity of the vehicle body, the accelerator pedal position and the brake pedal position, looking up a table to determine the pitch control current for the vehicle, wherein the pitch control current is used to improve the driving ability of the vehicle and reduce the braking distance of the vehicle;

[0027] According to the body roll angular velocity and the steering wheel angle of the vehicle, a roll control current for the vehicle is determined by looking up a table, wherein the roll control current is used to suppress the body roll motion of the vehicle.

[0028] Optionally, in certain optional implementations, determining the limit travel control current and the pulse vibration control current for the vehicle according to the suspension travel of the vehicle includes:

[0029] According to the suspension travel of the vehicle, a table is consulted to obtain a limit travel control current for the vehicle, wherein the limit travel control current is used to reduce the frequency and impact force of the shock absorber hitting the end limit block during the movement of the vehicle;

[0030] According to the vehicle speed, suspension travel and suspension movement of the vehicle, a pulse vibration control current for the vehicle is obtained by looking up a table, wherein the pulse vibration control current is used to suppress the body vibration of the vehicle.

[0031] Optionally, in certain optional implementations, determining a wheel jump compensation current for the vehicle according to a wheel jump speed of the vehicle includes:

[0032] When the wheel jumping speed of the vehicle is greater than a preset threshold, a minimum preset compensation current is determined as the wheel jumping compensation current of the vehicle;

[0033] If the wheel jumping speed of the vehicle is continuously greater than the preset threshold, the wheel jumping compensation current of the vehicle is gradually increased until the wheel jumping speed of the vehicle is no greater than the preset threshold.

[0034] Optionally, in some optional implementations, determining the extreme operating condition control current for the vehicle according to the extreme operating condition triggering state of the vehicle includes:

[0035] If the vehicle triggers at least one of the ESP state, the ABS state and the TCS state, a table is looked up to determine a control current for the vehicle extreme operating condition according to the triggered state.

[0036] Optionally, in certain optional implementations, if the vehicle currently reports only a performance condition, determining a corresponding performance control current according to the weighted current, the high-frequency road surface compensation current, the pulse vibration control current, and the wheel-jump compensation current, and controlling the suspension state of the vehicle according to the performance control current includes:

[0037] If the vehicle currently reports only a performance condition, the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the wheel jumping compensation current are superimposed to obtain a performance control current of the vehicle;

[0038] Performing saturation limit processing and current variation amplitude limit processing on the performance control current, wherein the parameters based on the saturation limit processing and the current variation amplitude limit processing are both calibrated quantities obtained in advance;

[0039] The suspension state of the vehicle is controlled according to the performance control current after saturation limit processing and current variation amplitude limit processing.

[0040] Optionally, in some optional implementations, if the vehicle currently reports at least a limit operating condition and no fault operating condition, determining a corresponding limit control current according to the weighted current, the limit travel control current and the limit operating condition control current, and controlling the suspension state of the vehicle according to the limit control current, includes:

[0041] If the vehicle currently reports at least a limit operating condition and no fault operating condition, superimposing the weighted current, the limit travel control current and the limit operating condition control current to determine a limit control current of the vehicle;

[0042] Performing saturation limit processing and current variation amplitude limit processing on the limit control current, wherein the parameters based on the saturation limit processing and the current variation amplitude limit processing are both calibrated quantities obtained by pre-calibration;

[0043] The suspension state of the vehicle is controlled according to the limit control current after saturation limit processing and current change amplitude limit processing.

[0044] Optionally, in some optional implementations, if the vehicle currently reports at least the fault condition, controlling the suspension state of the vehicle according to a pre-calibrated fault control current includes:

[0045] If the vehicle currently reports at least the fault condition, querying and obtaining a corresponding pre-calibrated fault control current according to the weighted current;

[0046] Performing saturation limit processing and current variation amplitude limit processing on the fault control current, wherein the parameters based on the saturation limit processing and the current variation amplitude limit processing are both calibrated quantities obtained in advance;

[0047] The suspension state of the vehicle is controlled according to the fault control current after saturation limit processing and current change amplitude limit processing.

[0048] In a second aspect, a vehicle suspension control device includes: a suspension control unit, a current weighting unit, a performance operating condition unit, a limit operating condition unit, and a fault operating condition unit;

[0049] The suspension control unit is used to determine the vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current and limit working condition control current of the vehicle according to the current operating parameters of the vehicle;

[0050] The current weighting unit is used to perform weighted calculation according to the vertical control current, the pitch control current and the roll control current to obtain a corresponding weighted current;

[0051] The performance condition unit is used to determine a corresponding performance control current according to the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the wheel jumping compensation current if the vehicle currently reports only a performance condition, and control a suspension state of the vehicle according to the performance control current;

[0052] The extreme operating condition unit is used to determine a corresponding extreme control current according to the weighted current, the extreme travel control current and the extreme operating condition control current if the vehicle currently reports at least an extreme operating condition and no fault condition, and control a suspension state of the vehicle according to the extreme control current;

[0053] The fault condition unit is used to control the suspension state of the vehicle according to a pre-calibrated fault control current if the vehicle currently reports at least the fault condition.

[0054] In a third aspect, a computer-readable storage medium stores a program, which, when executed by a processor, implements any of the above-mentioned vehicle suspension control methods.

[0055] In a fourth aspect, an electronic device comprises at least one processor, and at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other via the bus; and the processor is used to call program instructions in the memory to execute any one of the vehicle suspension control methods described above.

[0056] By means of the above technical scheme, a vehicle suspension control method and device provided by the present invention can determine the vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current and limit operating condition control current of the vehicle according to the current operating parameters of the vehicle; perform weighted calculation according to the vertical control current, the pitch control current and the roll control current to obtain the corresponding weighted current; if the vehicle currently only reports the performance operating condition, the corresponding performance control current is determined according to the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the wheel jump compensation current, and the suspension state of the vehicle is controlled according to the performance control current; if the vehicle currently reports at least the limit operating condition and no fault operating condition, the corresponding limit control current is determined according to the weighted current, the limit travel control current and the limit operating condition control current, and the suspension state of the vehicle is controlled according to the limit control current; if the vehicle currently reports at least the fault operating condition, the suspension state of the vehicle is controlled according to the pre-calibrated fault control current. It can be seen from this that the present invention can control the movement of the vehicle suspension in multiple directions in combination with different working conditions, thereby improving the comfort and handling of the entire vehicle.

[0057] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0059] Figure 1A flow chart showing a first vehicle suspension control method provided by the present invention;

[0060] Figure 2 A flow chart showing a second vehicle suspension control method provided by the present invention;

[0061] Figure 3 A flow chart showing a third vehicle suspension control method provided by the present invention;

[0062] Figure 4 A flow chart showing a fourth vehicle suspension control method provided by the present invention;

[0063] Figure 5 A flow chart showing a fifth vehicle suspension control method provided by the present invention is shown;

[0064] Figure 6 A schematic structural diagram of a vehicle suspension control device provided by the present invention is shown;

[0065] Figure 7 A structural schematic diagram of an electronic device provided by the present invention is shown. DETAILED DESCRIPTION

[0066] The exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present invention and to enable the scope of the present invention to be fully communicated to those skilled in the art.

[0067] like Figure 1 As shown, the present invention provides a vehicle suspension control method, including: S100, S200, S300, S400 and S500;

[0068] S100, determining a vertical control current, a pitch control current, a roll control current, a high-frequency road surface compensation current, a limit travel control current, a pulse vibration control current, a wheel hopping compensation current and a limit operating condition control current of the vehicle according to current operating parameters of the vehicle;

[0069] Optionally, the present invention can collect the operating parameters of the vehicle based on a single inertial measurement unit and multiple sensors (such as a height sensor), and control the vehicle suspension according to the operating parameters, and the present invention is not limited to this. The inertial measurement unit is a device that measures the three-axis attitude angle (or angular velocity) and acceleration of an object. Generally speaking, an inertial measurement unit includes three single-axis accelerometers and three single-axis gyroscopes. The accelerometer detects the acceleration signal of the object in the independent three-axis of the carrier coordinate system, and the gyroscope detects the angular velocity signal of the carrier relative to the navigation coordinate system, measures the angular velocity and acceleration of the object in three-dimensional space, and uses this to calculate the attitude of the object.

[0070] Specifically, the present invention can receive CAN signals on a vehicle chassis CAN bus (Controller Area Network) and sensor acquisition signals of hardware sensors, and then perform signal processing, fault diagnosis and state estimation on the CAN signals and sensor acquisition signals to obtain the above-mentioned operating parameters.

[0071] Optionally, the process of signal processing is to process the signal from the original value to a physical value. For example, the vehicle speed signal of the CAN signal is not a real value, and the vehicle speed signal needs to be multiplied by a coefficient value to be converted into an actual signal in km / h. The specific coefficient value can be defined according to the communication protocol, and the present invention does not limit this.

[0072] Optionally, the fault diagnosis process is to determine whether the physical value exceeds the limit range and whether the sensor signal is changing. For example, by comparing with the signal at the previous moment, it can be determined whether the signal fails over time. For example, if the acceleration signal does not change over time and remains at a certain value, it is very likely that the sensor has failed or the signal has failed during transmission. The present invention does not limit this.

[0073] Optionally, the state estimation process is to filter some signals. For example, the acceleration signal of the inertial measurement unit is filtered to remove the steady-state error; for another example, the sensor acquisition signal collected by the height sensor is Kalman filtered to obtain a relatively smooth speed signal; for another example, the present invention can use the gyroscope angular velocity signal of the inertial measurement unit to perform vehicle kinematic derivation, as shown in Formula 1, to obtain the sprung mass velocity values ​​at the four corners of the vehicle body.

[0074] Formula 1:

[0075] In formula 1, , , and are the sprung mass velocities at the left front, right front, left rear and right rear suspensions of the vehicle respectively; is the velocity value of the accelerometer of the inertial measurement unit moving up and down along the Z axis of the coordinate system; The vehicle body pitch angular velocity signal collected by the gyroscope of the inertial measurement unit; is the vehicle body roll angular velocity signal; is the vehicle wheelbase; is the distance from the installation location of the inertial measurement unit to the front axle; is the distance from the installation location of the inertial measurement unit to the rear axle.

[0076] Optionally, sprung mass speed refers to the mass of the car supported by the suspension. Each side of the suspension will bear a portion of the mass from the car body. If the car body is regarded as a whole, the mass borne by each suspension can be defined as the sprung mass at the four corners of the car body. Therefore, the sprung mass speed means the vertical movement speed of the car body mass borne by the suspension at the four corners of the car body.

[0077] Optionally, the present invention determines the vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current and limit working condition control current of the vehicle, so as to facilitate the subsequent comprehensive control of the vehicle's suspension from multiple aspects, rather than a single aspect of control, which can greatly improve the comfort and safety of the vehicle. The present invention does not specifically limit the process of determining the above currents, and any feasible method belongs to the protection scope of the present invention.

[0078] For example, Figure 2 As shown, in some optional embodiments, the S100 includes: S110, S120, S130 and S140;

[0079] S110, determining a vertical control current, a pitch control current, a roll control current, and a high-frequency road surface compensation current for the vehicle according to the sprung mass velocity, acceleration, and angular velocity at each suspension of the vehicle;

[0080] Optionally, as described above, the present invention can obtain the sprung mass speed by formula calculation. That is, in some optional embodiments, before S110, the method includes: step 1.1, step 1.2 and step 1.3;

[0081] Step 1.1, collecting the speed value of the vehicle moving up and down on the Z axis of the coordinate system through an accelerometer;

[0082] Optionally, after the accelerometer collects the acceleration, the acceleration is integrated to obtain a corresponding velocity value, and the present invention does not impose any limitation on this.

[0083] Step 1.2, collecting the pitch angular velocity and roll angular velocity of the vehicle through a gyroscope;

[0084] Step 1.3: Calculate the sprung mass velocity at each suspension of the vehicle according to the velocity value, the vehicle body pitch angular velocity, and the vehicle body roll angular velocity.

[0085] Optionally, for the process of calculating the sprung mass velocity in step 1.3, please refer to the aforementioned formula 1 and its explanation, which will not be elaborated in the present invention.

[0086] Optionally, the present invention does not impose any specific limitation on the process of determining the vertical control current, the pitch control current, the roll control current and the high-frequency road surface compensation current for the vehicle.

[0087] For example, in some optional embodiments, the S110 includes: step 2.1 and step 2.2;

[0088] Step 2.1, determining a vertical control current and a high-frequency road surface compensation current for the vehicle according to the sprung mass velocity at each suspension of the vehicle and the vertical motion acceleration of the vehicle body;

[0089] Optionally, in some optional embodiments, the step 2.1 includes: step 3.11 and step 3.12;

[0090] Step 3.11, determining a vertical control current for the vehicle according to the vertical motion acceleration of the vehicle body and the speed of each of the sprung masses, wherein the vertical control current is a minimum adjustable control current of the shock absorber or a maximum adjustable control current of the shock absorber, the minimum adjustable control current of the shock absorber and the maximum adjustable control current of the shock absorber are both pre-calibrated currents, and the vertical control current is used to suppress the body vibration of the vehicle;

[0091] Optionally, the present invention can use the vehicle body vertical motion acceleration and sprung mass speed as inputs, output the maximum control current or the minimum control current through a single sensor control strategy, suppress vehicle body vibration, and improve ride comfort. The specific control strategy is shown in Formula 2 below.

[0092] Formula 2:

[0093] In formula 2, is the acceleration value of the accelerometer of the inertial measurement unit moving up and down along the Z axis of the coordinate system, is the first-order resonance frequency of the suspension, is the minimum control current that the shock absorber can adjust (i.e., the minimum control current), is the maximum control current that the shock absorber can adjust (i.e., the maximum control current), is the vertical control current of the output.

[0094] Step 3.12: According to the vertical motion acceleration of the vehicle body and the speeds of each of the sprung masses, a table is looked up to determine a high-frequency road surface compensation current for the vehicle, wherein the high-frequency road surface compensation current is used to suppress the body vibration of the vehicle.

[0095] Optionally, the present invention can implement high-frequency road surface recognition control, taking the vehicle body vertical motion acceleration and sprung mass velocity as input, and outputting high-frequency road surface compensation current through a two-dimensional table lookup, thereby improving the comfort of the vehicle when driving on poor roads such as gravel and sand.

[0096] Optionally, the high-frequency road surface compensation current can be a negative value, which will reduce the existing shock absorber control current. When the vehicle body vibrates at high frequencies, according to the suspension control theory, smaller damping can better ensure vehicle comfort.

[0097] Step 2.2: Determine a pitch control current and a roll control current for the vehicle according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity.

[0098] Optionally, in some optional embodiments, the step 2.2 includes: step 3.21 and step 3.22;

[0099] Step 3.21, according to the pitch angular velocity of the vehicle body, the accelerator pedal position and the brake pedal position, looking up a table to determine the pitch control current for the vehicle, wherein the pitch control current is used to improve the driving ability of the vehicle and reduce the braking distance of the vehicle;

[0100] Optionally, the present invention can use the vehicle pitch angular velocity, the accelerator pedal position and the brake pedal position as inputs, and output the pitch control current through a two-dimensional table lookup according to the combination of (accelerator pedal position or brake pedal position) and the vehicle pitch angular velocity. For example, the two signals of the vehicle pitch angular velocity and the accelerator pedal position are input, and an output signal of the pitch control current is determined by table lookup. The current signal will change according to the magnitude of the pitch angular velocity or the degree of depression of the accelerator pedal. The greater the pitch angular velocity, the greater the current compensation will be. The specific parameters in the table can be determined according to the actual vehicle environment combined with testing.

[0101] Optionally, a pitch control current can suppress the pitch motion of the vehicle body during acceleration or braking, improving driving ability and reducing braking distance.

[0102] Step 3.22: Look up a table to determine a roll control current for the vehicle according to the body roll angular velocity and the steering wheel angle of the vehicle, wherein the roll control current is used to suppress the body roll movement of the vehicle.

[0103] Optionally, the present invention can use the vehicle body roll angular velocity and the steering wheel angle as inputs and output the roll control current through a two-dimensional table lookup.

[0104] Optionally, a roll control current can suppress body roll motion when the vehicle is turning, improving vehicle handling stability.

[0105] S120, determining a limit travel control current and a pulse vibration control current for the vehicle according to the suspension travel of the vehicle;

[0106] For example, in some optional embodiments, the S120 includes: step 4.1 and step 4.2;

[0107] Step 4.1, according to the suspension travel of the vehicle, look up a table to obtain a limit travel control current for the vehicle, wherein the limit travel control current is used to reduce the frequency and impact force of the shock absorber hitting the end limit block during the movement of the vehicle;

[0108] Optionally, the present invention can use the suspension travel as input and output the limit travel control current through a two-dimensional table lookup. The limit travel control current can reduce the frequency and impact force of the shock absorber hitting the end limit block during vehicle movement, and the present invention does not limit this.

[0109] Step 4.2: Look up a table to obtain a pulse vibration control current for the vehicle according to the vehicle speed, suspension travel and suspension movement of the vehicle, wherein the pulse vibration control current is used to suppress the body vibration of the vehicle.

[0110] Optionally, the present invention can use vehicle speed, suspension travel and suspension movement speed as inputs, and output pulse vibration control current through a two-dimensional table lookup.

[0111] Optionally, the pulse vibration control current can be used to pre-control the rear axle suspension when the front axle wheel of the vehicle passes through a bump or a pit and generates a large vibration, thereby reducing the vibration sense transmitted to the vehicle body by the rear axle wheel through the bump or the pit, and suppressing the residual vibration generated after the impact of the front and rear axles. For example, after the front axle passes through a speed bump and generates a large vibration, the pulse vibration control current can reduce the shock absorber current in advance before the rear axle is about to press on the speed bump, so as to ensure the comfort of the rear passengers during the time when the rear axle presses on the speed bump.

[0112] S130, determining a wheel jumping compensation current for the vehicle according to a wheel jumping speed of the vehicle;

[0113] For example, in some optional embodiments, the S130 includes: step 5.1 and step 5.2;

[0114] Step 5.1, when the wheel jumping speed of the vehicle is greater than a preset threshold, determining a minimum preset compensation current as the wheel jumping compensation current of the vehicle;

[0115] Step 5.2: If the wheel jumping speed of the vehicle continues to be greater than the preset threshold, gradually increase the wheel jumping compensation current of the vehicle until the wheel jumping speed of the vehicle is no greater than the preset threshold.

[0116] Optionally, the present invention can use the wheel hop speed (the number of times the wheel jumps per unit time) as input, and determine whether the wheel hop control function is triggered by the wheel hop speed. After entering the wheel hop control function, a smaller compensation current is output. If the wheel hop control function continues to be triggered after the compensation current is added, the compensation current can be increased until the wheel hop disappears and then the compensation current is reduced. It should be noted that the present invention can determine whether a wheel hop has occurred based on the signal collected by the height sensor. If the height sensor signal is less than the calibration threshold, it can be considered that the suspension has been compressed to a large extent. When the number of compressions reaches the preset threshold, it is considered that a wheel hop has occurred.

[0117] Optionally, a wheel jump compensation current can ensure that the wheels are always in contact with the ground during vehicle movement, improving tire grip.

[0118] S140. Determine an extreme operating condition control current for the vehicle according to an extreme operating condition triggering state of the vehicle.

[0119] For example, in some optional embodiments, the S140 includes: step 6.1;

[0120] Step 6.1: If the vehicle triggers at least one of the ESP state, the ABS state and the TCS state, a table is looked up to determine a control current for the vehicle extreme operating condition according to the triggered state.

[0121] Optionally, the extreme working conditions mentioned in the present invention may include working conditions that trigger ESP (Electronic Stability Program), ABS (Antilock Brake System) and TCS (Traction Control System). When the extreme working condition is triggered, the present invention can look up the table according to the triggered working condition to determine the extreme working condition control current under different working conditions. For example, when the ABS is triggered during vehicle driving, the present invention can output the corresponding set extreme working condition control current to fully utilize the ground adhesion to achieve the ideal braking distance.

[0122] Optionally, each of the above-mentioned output currents can be calibrated under specific road conditions. For example, the vertical control current can be a control current that is calibrated appropriately according to the vehicle body acceleration and suspension speed obtained by the sensor on different levels of road surfaces; the pitch control current can be a control current that is calibrated appropriately according to the vehicle's performance during braking and acceleration; the roll control current can be a control current that is calibrated appropriately according to the vehicle's performance during steering; the limit travel control current can be a control current that is calibrated appropriately according to the specific suspension travel requirements under the condition where the travel reaches the limit; the pulse vibration control current can be a pulse control current that is calibrated appropriately according to the suspension travel and suspension speed when the vehicle passes through the speed bump by using typical obstacles, such as speed bumps, for special treatment; the wheel hop control current can also be calibrated appropriately according to the performance of the wheel vertical displacement, movement speed and suspension travel when the vehicle passes through the obstacle; the limit operating condition control current can be a control current that is calibrated appropriately according to the vehicle control requirements when ESP, ABS and TCS occur.

[0123] S200, performing weighted calculation according to the vertical control current, the pitch control current and the roll control current to obtain a corresponding weighted current;

[0124] Optionally, the weighted calculation mentioned in the present invention is shown in the following formula 3.

[0125] Formula 3:

[0126] in, , and are the weight coefficients of vertical control, pitch control and elevation control, respectively, and all are calibrated quantities; , and They are vertical control current, pitch control current and roll control current respectively. is the weighted output current.

[0127] Optionally, since different operating conditions may occur during the driving of the vehicle, the present invention can control the suspension with reference to different currents for different operating conditions. In general, the present invention can be divided into performance conditions (stable conditions when the vehicle is driving normally), extreme conditions (the vehicle triggers ESP, ABS or TCS) and fault conditions (the vehicle reports a fault).

[0128] Optionally, the present invention can set the priority from low to high in the order of performance conditions, limit conditions and fault conditions. That is, the performance condition has the lowest priority and the fault condition has the highest priority. When a condition with a lower priority coexists with a condition with a higher priority, the strategy under the condition with a higher priority is adopted to control the suspension, and the strategy under the condition with a lower priority is not adopted to control the suspension, and the present invention does not limit this.

[0129] S300, if the vehicle currently reports only a performance condition, determining a corresponding performance control current according to the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the wheel jumping compensation current, and controlling the suspension state of the vehicle according to the performance control current;

[0130] For example, Figure 3 As shown, in some optional embodiments, the S300 includes: S310, S320 and S330;

[0131] S310, if the vehicle currently reports only a performance condition, superimposing the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the wheel jumping compensation current to obtain a performance control current of the vehicle;

[0132] S320, performing saturation limit processing and current variation amplitude limit processing on the performance control current, wherein the parameters based on the saturation limit processing and the current variation amplitude limit processing are both calibrated quantities obtained by pre-calibration;

[0133] S330. Control the current according to the performance after the saturation limit processing and the current variation amplitude limit processing, and control the suspension state of the vehicle.

[0134] Optionally, if there is only a performance condition at present, but no limit condition or fault condition, it means that the vehicle is driving normally. Therefore, the present invention can adopt a normal suspension control strategy, and control the suspension by comprehensively referring to the weighted current, the high-frequency road surface compensation current, the pulse vibration control current, and the wheel-jump compensation current, so as to maximize the comfort and controllability of the vehicle during driving, and the present invention does not limit this.

[0135] Optionally, due to the physical limits of the suspension actuator, the current operating range of the shock absorber is fixed. Therefore, for the output performance control current, the present invention can perform saturation limit processing on it. The controllable current range of shock absorbers produced by different manufacturers is different. Limiting the range of performance control current is also to protect the normal operation of the shock absorber, avoid failures, and improve vehicle safety and reliability.

[0136] Optionally, in order to avoid suspension vibration caused by excessive current jump, the present invention limits the current change amplitude per unit time (i.e., performs current change amplitude limit processing), and this value is a calibration value, which can be determined through actual vehicle testing. For example, if the shock absorber is in a current state of 0mA and the current is instantly changed to 1600mA, it will cause abnormal noise or vibration of the shock absorber, so the change amplitude is limited to ensure the normal operation of the shock absorber.

[0137] S400, if the vehicle currently reports at least a limit operating condition and no fault operating condition, determining a corresponding limit control current according to the weighted current, the limit travel control current and the limit operating condition control current, and controlling the suspension state of the vehicle according to the limit control current;

[0138] For example, Figure 4 As shown, in some optional embodiments, the S400 includes: S410, S420 and S430;

[0139] S410, if the vehicle currently reports at least a limit operating condition and no fault operating condition, superimposing the weighted current, the limit travel control current and the limit operating condition control current to determine a limit control current of the vehicle;

[0140] S420, performing saturation limit processing and current variation amplitude limit processing on the limit control current, wherein the parameters based on the saturation limit processing and the current variation amplitude limit processing are both calibrated quantities obtained by pre-calibration;

[0141] S430. Control the suspension state of the vehicle according to the limit control current after the saturation limit processing and the current variation amplitude limit processing.

[0142] Optionally, when one of the following operating condition combinations occurs, the present invention may perform the above step S400. For example, operating condition combination 1 (performance operating condition reported + limit operating condition reported + no fault operating condition reported) and operating condition combination 2 (performance operating condition not reported + limit operating condition reported + no fault operating condition reported) occur, and the present invention does not limit this.

[0143] Optionally, when the vehicle is driving normally and no extreme operating conditions occur, the current value is determined by the vertical, pitch, and roll control currents in the form of a weighted combination. When an extreme travel condition occurs, it means that the suspension is very likely to hit the limit block, seriously affecting the balance and comfort of the vehicle body. At this moment, a large current is needed to suppress the stretching process of the suspension. Therefore, on the basis of the weighted current, the present invention can superimpose the extreme travel control current to ensure the safety of the suspension. Similarly, extreme operating conditions include triggering scenarios such as ABS, TCS, and ESP, which require the suspension to maintain a large current state to maintain the balance of the vehicle body.

[0144] S500: If the vehicle currently reports at least the fault condition, control the suspension state of the vehicle according to a pre-calibrated fault control current.

[0145] For example, Figure 5 As shown, in some optional implementations, the S500 includes: S510, S520 and S530;

[0146] S510: If the vehicle currently reports at least the fault condition, query and obtain a corresponding pre-calibrated fault control current according to the weighted current;

[0147] S520, performing saturation limit processing and current variation amplitude limit processing on the fault control current, wherein the parameters based on the saturation limit processing and the current variation amplitude limit processing are both calibrated quantities obtained by pre-calibration;

[0148] S530. Control the suspension state of the vehicle according to the fault control current after the saturation limit processing and the current variation amplitude limit processing.

[0149] Optionally, when one of the following operating condition combinations occurs, the present invention may perform the above step S500. For example, operating condition combination 3 (performance operating condition reported + limit operating condition reported + fault operating condition reported), operating condition combination 4 (performance operating condition not reported + limit operating condition reported + fault operating condition reported), operating condition combination 5 (performance operating condition reported + limit operating condition not reported + fault operating condition reported), operating condition combination 6 (performance operating condition not reported + limit operating condition not reported + fault operating condition reported), the present invention does not limit this.

[0150] Optionally, under fault conditions, the corresponding fault conditions can be reflected by weighted current, and different fault conditions can adopt different fault control currents. Therefore, the present invention can obtain the corresponding calibrated fault control current according to the weighted current query. For example, the fault control currents adopted for the left front wheel fault and the double front wheel fault are different, and the present invention does not limit this.

[0151] Optionally, there is a certain amount of friction between the piston rod and the inner cylinder inside the shock absorber. Therefore, the greater the operating current of the shock absorber, the greater the friction. When the vehicle is stationary, the weight of the vehicle body will cause the internal piston to produce a slight reciprocating motion. Therefore, the present invention can keep the control current in a low current state when the vehicle is stationary, thereby extending the service life of the shock absorber, and the present invention does not limit this.

[0152] In summary, the present invention can adapt the corresponding suspension parameters according to different road conditions, independently control the vertical movement, pitch movement and roll movement of the vehicle body, and can still ensure the comfort and stability of the vehicle under complex working conditions. The present invention adopts a configuration scheme of a single inertial measurement unit and four height sensors, which greatly reduces the cost of electronic components and is easy to arrange. When the sensor signal fails during transmission or the sensor has a hardware failure, the present invention can output a calibrated fault control current to ensure the safety of vehicle driving. In addition, the output strategy of the vertical control current adopts the classic single-sensor suspension control strategy to improve the ride comfort of the vehicle. The algorithm can provide the best balance between cost and performance, with fast calculation speed and low computing power requirements. It can provide more accurate vehicle motion state information when combined with a height sensor, which improves the precision and accuracy of suspension control and has great advantages in practical applications.

[0153] like Figure 6 As shown, the present invention provides a vehicle suspension control device, comprising: a suspension control unit 100, a current weighting unit 200, a performance operating condition unit 300, a limit operating condition unit 400 and a fault operating condition unit 500;

[0154] The suspension control unit 100 is used to determine the vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current and limit working condition control current of the vehicle according to the current operating parameters of the vehicle;

[0155] The current weighting unit 200 is used to perform weighted calculation according to the vertical control current, the pitch control current and the roll control current to obtain a corresponding weighted current;

[0156] The performance condition unit 300 is used to determine a corresponding performance control current according to the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the wheel jump compensation current if the vehicle currently reports only a performance condition, and control the suspension state of the vehicle according to the performance control current;

[0157] The extreme operating condition unit 400 is used to determine a corresponding extreme control current according to the weighted current, the extreme travel control current and the extreme operating condition control current if the vehicle currently reports at least an extreme operating condition and no fault condition, and control the suspension state of the vehicle according to the extreme control current;

[0158] The fault condition unit 500 is used to control the suspension state of the vehicle according to a pre-calibrated fault control current if the vehicle currently reports at least the fault condition.

[0159] Optionally, in some optional embodiments, the suspension control unit 100 includes: a first current determining subunit, a second current determining subunit, a third current determining subunit and a fourth current determining subunit;

[0160] The first current determination subunit is used to determine a vertical control current, a pitch control current, a roll control current and a high-frequency road surface compensation current for the vehicle according to the sprung mass velocity, acceleration and angular velocity at each suspension of the vehicle;

[0161] The second current determination subunit is used to determine the limit travel control current and the pulse vibration control current for the vehicle according to the suspension travel of the vehicle;

[0162] The third current determination subunit is used to determine a wheel jump compensation current for the vehicle according to the wheel jump speed of the vehicle;

[0163] The fourth current determination subunit is used to determine the extreme operating condition control current for the vehicle according to the extreme operating condition triggering state of the vehicle.

[0164] Optionally, in certain optional embodiments, the device includes: a Z-axis velocity acquisition unit, an angular velocity acquisition unit, and a sprung mass velocity calculation unit;

[0165] The Z-axis velocity acquisition unit is used to acquire the velocity value of the vehicle moving up and down on the Z-axis of the coordinate system through an accelerometer before determining the vertical control current, the pitch control current, the roll control current and the high-frequency road surface compensation current for the vehicle according to the sprung mass velocity, the acceleration and the angular velocity at each suspension of the vehicle;

[0166] The angular velocity acquisition unit is used to acquire the body pitch angular velocity and body roll angular velocity of the vehicle through a gyroscope;

[0167] The sprung mass speed calculation unit is used to calculate the sprung mass speed at each suspension of the vehicle according to the speed value, the vehicle body pitch angular velocity and the vehicle body roll angular velocity.

[0168] Optionally, in some optional embodiments, the first current determining subunit includes: a fifth current determining subunit and a sixth current determining subunit;

[0169] The fifth current determination subunit is used to determine a vertical control current and a high-frequency road surface compensation current for the vehicle according to the sprung mass speed at each suspension of the vehicle and the vertical motion acceleration of the vehicle body;

[0170] The sixth current determination subunit is used to determine a pitch control current and a roll control current for the vehicle according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity.

[0171] Optionally, in certain optional embodiments, the fifth current determining subunit includes: a vertical control current determining subunit and a road surface compensation current determining subunit;

[0172] The vertical control current determination subunit is used to determine the vertical control current for the vehicle according to the body vertical motion acceleration of the vehicle and each of the sprung mass velocities, wherein the vertical control current is a shock absorber adjustable minimum control current or a shock absorber adjustable maximum control current, the shock absorber adjustable minimum control current and the shock absorber adjustable maximum control current are both pre-calibrated currents, and the vertical control current is used to suppress the body vibration of the vehicle;

[0173] The road surface compensation current determination subunit is used to determine a high-frequency road surface compensation current for the vehicle by looking up a table according to the vertical motion acceleration of the vehicle body and each of the sprung mass velocities, wherein the high-frequency road surface compensation current is used to suppress the body vibration of the vehicle.

[0174] Optionally, in certain optional embodiments, the sixth current determining subunit includes: a pitch control current determining subunit and a roll control current determining subunit;

[0175] The pitch control current determination subunit is used to determine the pitch control current for the vehicle by looking up a table according to the pitch angular velocity of the vehicle body, the accelerator pedal position and the brake pedal position, wherein the pitch control current is used to improve the driving ability of the vehicle and reduce the braking distance of the vehicle;

[0176] The roll control current determination subunit is used to determine the roll control current for the vehicle by looking up a table according to the body roll angular velocity and the steering wheel angle of the vehicle, wherein the roll control current is used to suppress the body roll movement of the vehicle.

[0177] Optionally, in some optional implementations, the performance operating condition unit 300 includes: a performance control current obtaining subunit, a performance control current limiting subunit and a performance control current controlling subunit;

[0178] The performance control current obtaining subunit is used for superimposing the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the wheel jumping compensation current to obtain the performance control current of the vehicle if the vehicle currently reports only the performance operating condition;

[0179] The performance control current limit subunit is used to perform saturation limit processing and current change amplitude limit processing on the performance control current, wherein the parameters based on the saturation limit processing and the current change amplitude limit processing are both calibrated quantities obtained in advance;

[0180] The performance control current control subunit is used to control the suspension state of the vehicle according to the performance control current after saturation limit processing and current variation amplitude limit processing.

[0181] Optionally, in some optional implementations, the extreme operating condition unit 400 includes: an extreme control current obtaining subunit, an extreme control current limiting subunit and an extreme control current controlling subunit;

[0182] The limit control current obtaining subunit is used to superimpose the weighted current, the limit travel control current and the limit working condition control current to determine the limit control current of the vehicle if the vehicle currently reports at least a limit working condition and does not report a fault working condition;

[0183] The limit control current limit subunit is used to perform saturation limit processing and current change amplitude limit processing on the limit control current, wherein the parameters based on the saturation limit processing and the current change amplitude limit processing are both calibrated quantities obtained in advance;

[0184] The limit control current control subunit is used to control the suspension state of the vehicle according to the limit control current after saturation limit processing and current change amplitude limit processing.

[0185] Optionally, in some optional implementations, the fault condition unit 500 includes: a fault control current obtaining subunit, a fault control current limit subunit and a fault control current control subunit;

[0186] The fault control current obtaining subunit is used for querying and obtaining a corresponding pre-calibrated fault control current according to the weighted current if the vehicle currently reports at least the fault condition;

[0187] The fault control current limit subunit is used to perform saturation limit processing and current change amplitude limit processing on the fault control current, wherein the parameters based on the saturation limit processing and the current change amplitude limit processing are both calibrated quantities obtained in advance;

[0188] The fault control current control subunit is used to control the suspension state of the vehicle according to the fault control current after saturation limit processing and current change amplitude limit processing.

[0189] The present invention provides a computer-readable storage medium having a program stored thereon, wherein the program, when executed by a processor, implements any of the above-mentioned vehicle suspension control methods.

[0190] like Figure 7 As shown, the present invention provides an electronic device 70, which includes at least one processor 701, and at least one memory 702 and a bus 703 connected to the processor 701; wherein the processor 701 and the memory 702 communicate with each other through the bus 703; the processor 701 is used to call the program instructions in the memory 702 to execute any of the vehicle suspension control methods described above.

[0191] In the present invention, relational terms such as first and second, etc. are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0192] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0193] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined in the present invention may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown in the present invention, but will conform to the widest scope consistent with the principles and novel features disclosed in the present invention.

[0194] The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention are included in the protection scope of the present invention.

Claims

1. A vehicle suspension control method, characterized in that: include: Determining the vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current and limit operating condition control current of the vehicle according to the current operating parameters of the vehicle; Performing weighted calculation according to the vertical control current, the pitch control current and the roll control current to obtain a corresponding weighted current; If the vehicle currently reports only a performance condition, determining a corresponding performance control current according to the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the wheel hopping compensation current, and controlling the suspension state of the vehicle according to the performance control current; If the vehicle currently reports at least a limit operating condition and no fault operating condition, determining a corresponding limit control current according to the weighted current, the limit travel control current and the limit operating condition control current, and controlling the suspension state of the vehicle according to the limit control current; If the vehicle currently reports at least the fault condition, the suspension state of the vehicle is controlled according to a pre-calibrated fault control current.

2. The method according to claim 1, characterized in that Determining the vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current and limit operating condition control current of the vehicle according to the current operating parameters of the vehicle includes: Determining a vertical control current, a pitch control current, a roll control current, and a high-frequency road surface compensation current for the vehicle based on the sprung mass velocity, acceleration, and angular velocity at each suspension of the vehicle; Determining a limit travel control current and a pulse vibration control current for the vehicle according to the suspension travel of the vehicle; Determining a wheel jumping compensation current for the vehicle according to a wheel jumping speed of the vehicle; According to the extreme operating condition triggering state of the vehicle, an extreme operating condition control current for the vehicle is determined.

3. The method according to claim 2, characterized in that Before determining the vertical control current, the pitch control current, the roll control current and the high-frequency road surface compensation current for the vehicle according to the sprung mass velocity, the acceleration and the angular velocity at each suspension of the vehicle, the method includes: The speed value of the vehicle moving up and down along the Z axis of the coordinate system is collected by an accelerometer; The pitch angular velocity and roll angular velocity of the vehicle are collected by a gyroscope; The sprung mass speed at each suspension of the vehicle is calculated according to the speed value, the vehicle body pitch angular speed and the vehicle body roll angular speed.

4. The method according to claim 3, characterized in that Determining a vertical control current, a pitch control current, a roll control current and a high-frequency road surface compensation current for the vehicle according to the sprung mass velocity, acceleration and angular velocity at each suspension of the vehicle includes: Determining a vertical control current and a high-frequency road surface compensation current for the vehicle according to a sprung mass velocity at each suspension of the vehicle and a vertical motion acceleration of the vehicle body; A pitch control current and a roll control current for the vehicle are determined according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity.

5. The method according to claim 4, characterized in that Determining a vertical control current and a high-frequency road surface compensation current for the vehicle according to the sprung mass velocity at each suspension of the vehicle and the vertical motion acceleration of the vehicle body includes: Determining a vertical control current for the vehicle according to the vertical motion acceleration of the vehicle body and the speed of each of the sprung masses, wherein the vertical control current is a minimum adjustable control current of a shock absorber or a maximum adjustable control current of a shock absorber, the minimum adjustable control current of the shock absorber and the maximum adjustable control current of the shock absorber are both pre-calibrated currents, and the vertical control current is used to suppress the body vibration of the vehicle; According to the vertical movement acceleration of the vehicle body and the speeds of each of the sprung masses, a high-frequency road surface compensation current for the vehicle is determined by looking up a table, wherein the high-frequency road surface compensation current is used to suppress the body vibration of the vehicle.

6. The method according to claim 4, characterized in that The step of determining a pitch control current and a roll control current for the vehicle according to the vehicle body pitch angular velocity and the vehicle body roll angular velocity comprises: According to the pitch angular velocity of the vehicle body, the accelerator pedal position and the brake pedal position, looking up a table to determine the pitch control current for the vehicle, wherein the pitch control current is used to improve the driving ability of the vehicle and reduce the braking distance of the vehicle; According to the body roll angular velocity and the steering wheel angle of the vehicle, a roll control current for the vehicle is determined by looking up a table, wherein the roll control current is used to suppress the body roll motion of the vehicle.

7. The method according to claim 1, characterized in that If the vehicle currently reports only a performance condition, determining a corresponding performance control current according to the weighted current, the high-frequency road surface compensation current, the pulse vibration control current, and the wheel-hopping compensation current, and controlling the suspension state of the vehicle according to the performance control current, including: If the vehicle currently reports only a performance condition, the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the wheel jumping compensation current are superimposed to obtain a performance control current of the vehicle; Performing saturation limit processing and current variation amplitude limit processing on the performance control current, wherein the parameters based on the saturation limit processing and the current variation amplitude limit processing are both calibrated quantities obtained in advance; The suspension state of the vehicle is controlled according to the performance control current after saturation limit processing and current variation amplitude limit processing.

8. The method according to claim 1, characterized in that If the vehicle currently reports at least a limit operating condition and no fault operating condition, determining a corresponding limit control current according to the weighted current, the limit travel control current and the limit operating condition control current, and controlling the suspension state of the vehicle according to the limit control current, including: If the vehicle currently reports at least a limit operating condition and no fault operating condition, superimposing the weighted current, the limit travel control current and the limit operating condition control current to determine a limit control current of the vehicle; Performing saturation limit processing and current variation amplitude limit processing on the limit control current, wherein the parameters based on the saturation limit processing and the current variation amplitude limit processing are both calibrated quantities obtained in advance; The suspension state of the vehicle is controlled according to the limit control current after saturation limit processing and current change amplitude limit processing.

9. The method according to claim 1, characterized in that: If the vehicle currently reports at least the fault condition, controlling the suspension state of the vehicle according to a pre-calibrated fault control current includes: If the vehicle currently reports at least the fault condition, querying and obtaining a corresponding pre-calibrated fault control current according to the weighted current; Performing saturation limit processing and current variation amplitude limit processing on the fault control current, wherein the parameters based on the saturation limit processing and the current variation amplitude limit processing are both calibrated quantities obtained in advance; The suspension state of the vehicle is controlled according to the fault control current after saturation limit processing and current change amplitude limit processing.

10. A vehicle suspension control device, characterized in that: include: Suspension control unit, current weighting unit, performance condition unit, limit condition unit and fault condition unit; The suspension control unit is used to determine the vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current and limit working condition control current of the vehicle according to the current operating parameters of the vehicle; The current weighting unit is used to perform weighted calculation according to the vertical control current, the pitch control current and the roll control current to obtain a corresponding weighted current; The performance condition unit is used to determine a corresponding performance control current according to the weighted current, the high-frequency road surface compensation current, the pulse vibration control current and the wheel jumping compensation current if the vehicle currently reports only a performance condition, and control a suspension state of the vehicle according to the performance control current; The extreme operating condition unit is used to determine a corresponding extreme control current according to the weighted current, the extreme travel control current and the extreme operating condition control current if the vehicle currently reports at least an extreme operating condition and no fault condition, and control a suspension state of the vehicle according to the extreme control current; The fault condition unit is used to control the suspension state of the vehicle according to a pre-calibrated fault control current if the vehicle currently reports at least the fault condition.

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