Vehicle suspension control methods and devices

Abstract

This invention discloses a vehicle suspension control method and apparatus. Based on the vehicle's current operating parameters, it determines vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel hopping compensation current, and extreme condition control current. A weighted current is calculated for the vertical control current, pitch control current, and roll control current. If only a performance condition is reported, the suspension is controlled based on the weighted current, high-frequency road surface compensation current, pulse vibration control current, and wheel hopping compensation current. If at least an extreme condition is reported but no fault condition is reported, the suspension is controlled based on the weighted current, limit travel control current, and extreme condition control current. If at least a fault condition is reported, the suspension is controlled based on the calibrated fault control current. This invention combines different operating conditions to control the movement of the vehicle suspension in multiple directions, improving the overall vehicle comfort and handling.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and in particular to a vehicle suspension control method and apparatus. Background Technology

[0002] During vehicle operation, uneven road surfaces cause irregular movements of the vehicle body in the vertical, lateral, and pitch directions, and these movements are highly coupled. Existing vehicle suspension control strategies mostly target and control undesirable movements in a single 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 apparatus that overcomes or at least partially solves the above problems.

[0004] Firstly, a vehicle suspension control method includes:

[0005] Based on the vehicle's current operating parameters, determine the vehicle's vertical control current, pitch control current, roll control current, high-frequency road compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current, and extreme working condition control current.

[0006] The weighted current is obtained by weighting the vertical control current, the pitch control current, and the roll control current.

[0007] If the vehicle currently only reports its performance condition, then the corresponding performance control current is determined based on the weighted current, the high-frequency road compensation current, the pulse vibration control current, and the wheel jump compensation current, and the suspension state of the vehicle is controlled based on the performance control current.

[0008] If the vehicle currently reports at least an extreme operating condition and no fault condition, then the corresponding extreme control current is determined based on the weighted current, the extreme travel control current, and the extreme operating condition control current, and the suspension state of the vehicle is controlled based on the extreme control current.

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

[0010] Optionally, in some optional embodiments, determining the vehicle's vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel hopping compensation current, and extreme operating condition control current based on the vehicle's current operating parameters includes:

[0011] Based on the sprung mass velocity, acceleration, and angular velocity at each suspension point of the vehicle, determine the vertical control current, pitch control current, roll control current, and high-frequency road compensation current for the vehicle.

[0012] Based on the suspension travel of the vehicle, determine the limit travel control current and pulse vibration control current for the vehicle;

[0013] Determine the wheel jump compensation current for the vehicle based on the wheel jump speed of the vehicle;

[0014] Based on the extreme operating condition triggering state of the vehicle, determine the extreme operating condition control current for the vehicle.

[0015] Optionally, in some alternative embodiments, before determining the vertical control current, pitch control current, roll control current, and high-frequency road compensation current for the vehicle based on the sprung mass velocity, acceleration, and angular velocity at each suspension point, the method includes:

[0016] The velocity values ​​of the vehicle moving up and down the Z-axis of the coordinate system were collected by an accelerometer;

[0017] The vehicle's pitch and roll angular velocities were collected using a gyroscope.

[0018] Based on the speed value, the vehicle body pitch rate, and the vehicle body roll rate, the sprung mass speed at each suspension point of the vehicle is calculated.

[0019] Optionally, in some alternative embodiments, determining the vertical control current, pitch control current, roll control current, and high-frequency road compensation current for the vehicle based on the sprung mass velocity, acceleration, and angular velocity at each suspension point includes:

[0020] Based on the sprung mass velocity at each suspension point of the vehicle and the vertical acceleration of the vehicle body, determine the vertical control current and high-frequency road compensation current for the vehicle.

[0021] Based on the vehicle body pitch rate and the vehicle body roll rate, determine the pitch control current and roll control current for the vehicle.

[0022] Optionally, in some alternative embodiments, determining the vertical control current and high-frequency road compensation current for the vehicle based on the sprung mass velocity at each suspension point and the vehicle's vertical acceleration includes:

[0023] Based on the vehicle's vertical motion acceleration and the velocity of each sprung mass, a vertical control current is determined for the vehicle. The vertical control current is either the minimum adjustable control current or the maximum adjustable control current of the shock absorber. Both the minimum adjustable control current and the maximum adjustable control current of the shock absorber are pre-calibrated currents. The vertical control current is used to suppress the vibration of the vehicle's body.

[0024] Based on the vehicle's vertical acceleration and the speed of each sprung mass, a high-frequency road surface compensation current is determined by referring to a table, wherein the high-frequency road surface compensation current is used to suppress the vehicle's body vibration.

[0025] Optionally, in some optional embodiments, determining the pitch control current and roll control current for the vehicle based on the vehicle pitch rate and the vehicle roll rate includes:

[0026] Based on the vehicle's body pitch angular velocity, accelerator pedal position, and brake pedal position, a table is consulted to determine the pitch control current for the vehicle, wherein the pitch control current is used to improve the vehicle's driving capability and reduce the vehicle's braking distance.

[0027] Based on the vehicle's body roll rate and steering wheel angle, a table is consulted to determine the roll control current for the vehicle, wherein the roll control current is used to suppress the vehicle's body roll motion.

[0028] Optionally, in some alternative embodiments, determining the limit travel control current and pulse vibration control current for the vehicle based on the vehicle's suspension travel includes:

[0029] Based on the suspension travel of the vehicle, the limit travel control current for the vehicle is obtained by looking up a table. 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] Based on the vehicle speed, suspension travel, and suspension movement, a table is consulted to obtain the pulse vibration control current for the vehicle, wherein the pulse vibration control current is used to suppress the vehicle body vibration.

[0031] Optionally, in some alternative embodiments, determining the wheel-jump compensation current for the vehicle based on the wheel-jump speed includes:

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

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

[0034] Optionally, in some optional embodiments, determining the extreme operating condition control current for the vehicle based on the vehicle's extreme operating condition trigger state includes:

[0035] If the vehicle triggers at least one of the ESP, ABS, and TCS states, the control current for the vehicle's extreme operating conditions is determined by looking up a table based on the triggered state.

[0036] Optionally, in some optional embodiments, if the vehicle currently only reports a performance condition, determining a corresponding performance control current based on the weighted current, the high-frequency road compensation current, the pulse vibration control current, and the wheel jump compensation current, and controlling the vehicle's suspension state based on the performance control current, includes:

[0037] If the vehicle currently only reports its performance condition, then the weighted current, the high-frequency road compensation current, the pulse vibration control current, and the wheel jump compensation current are superimposed to obtain the vehicle's performance control current;

[0038] The performance control current is subjected to saturation limit processing and current variation amplitude limit processing, wherein the parameters on which the saturation limit processing and the current variation amplitude limit processing are based are pre-calibrated calibration values.

[0039] The vehicle's suspension state is controlled by the performance control current after processing for saturation limits and current variation amplitude limits.

[0040] Optionally, in some optional embodiments, if the vehicle currently reports at least a limit condition and no fault condition, determining a corresponding limit control current based on the weighted current, the limit travel control current, and the limit condition control current, and controlling the vehicle's suspension state based on the limit control current, includes:

[0041] If the vehicle currently reports at least an extreme operating condition and no fault condition, then the weighted current, the extreme travel control current, and the extreme operating condition control current are superimposed to determine the vehicle's extreme control current.

[0042] The limiting control current is subjected to saturation limit processing and current variation amplitude limit processing, wherein the parameters on which the saturation limit processing and the current variation amplitude limit processing are based are pre-calibrated calibration values.

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

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

[0045] If the vehicle currently reports at least the fault condition, then the corresponding pre-calibrated fault control current is obtained by querying based on the weighted current;

[0046] The fault control current is subjected to saturation limit processing and current variation amplitude limit processing, wherein the parameters on which the saturation limit processing and the current variation amplitude limit processing are based are pre-calibrated calibration values.

[0047] The vehicle's suspension state is controlled based on the fault control current after saturation limit processing and current variation amplitude limit processing.

[0048] In a second aspect, a vehicle suspension control device includes: a suspension control unit, a current weighting unit, a performance condition unit, an extreme condition unit, and a fault condition unit.

[0049] The suspension control unit is used to determine the vehicle's 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 extreme working condition control current based on the vehicle's current operating parameters.

[0050] The current weighting unit is used to perform weighted calculations based on the vertical control current, the pitch control current, and the roll control current to obtain the corresponding weighted current.

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

[0052] The extreme condition unit is used to determine the corresponding extreme control current based on the weighted current, the extreme travel control current, and the extreme condition control current if the vehicle currently reports at least an extreme condition and no fault condition, and to control the suspension state of the vehicle based on 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] Thirdly, a computer-readable storage medium having a program stored thereon, which, when executed by a processor, implements the vehicle suspension control method described in any of the preceding claims.

[0055] Fourthly, an electronic device includes at least one processor, at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other via the bus; the processor is used to call program instructions in the memory to execute the vehicle suspension control method described in any of the preceding claims.

[0056] By means of the above technical solution, the present invention provides a vehicle suspension control method and device, which 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 condition control current of the vehicle based on the current operating parameters of the vehicle; perform weighted calculations on 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 a performance condition, determine the corresponding performance control current based on the weighted current, the high-frequency road surface compensation current, the pulse vibration control current, and the wheel jump compensation current, and control the suspension state of the vehicle based on the performance control current; if the vehicle currently reports at least a limit condition but no fault condition, determine the corresponding limit control current based on the weighted current, the limit travel control current, and the limit condition control current, and control the suspension state of the vehicle based on the limit control current; if the vehicle currently reports at least a fault condition, control the suspension state of the vehicle based on a pre-calibrated fault control current. It can be seen 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 vehicle.

[0057] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0058] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0059] Figure 1A flowchart of the first vehicle suspension control method provided by the present invention is shown;

[0060] Figure 2 A flowchart of the second vehicle suspension control method provided by the present invention is shown;

[0061] Figure 3 A flowchart of the third vehicle suspension control method provided by the present invention is shown;

[0062] Figure 4 A flowchart of the fourth vehicle suspension control method provided by the present invention is shown;

[0063] Figure 5 A flowchart of the fifth vehicle suspension control method provided by the present invention is shown;

[0064] Figure 6 This diagram illustrates the structure of a vehicle suspension control device provided by the present invention.

[0065] Figure 7 A schematic diagram of the structure of an electronic device provided by the present invention is shown. Detailed Implementation

[0066] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this invention will be thorough and complete, and will fully convey the scope of the invention 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. Based on the current operating parameters of the vehicle, determine the vertical control current, pitch control current, roll control current, high-frequency road compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current and limit working condition control current of the vehicle.

[0069] Optionally, the present invention can collect vehicle operating parameters based on a single inertial measurement unit and multiple sensors (e.g., a height sensor), and control the vehicle suspension according to the operating parameters. The present invention does not limit this. An inertial measurement unit is a device that measures the three-axis attitude angles (or angular rates) and acceleration of an object. Generally, an inertial measurement unit includes three single-axis accelerometers and three single-axis gyroscopes. The accelerometers detect the acceleration signals of the object along the three independent axes of the carrier coordinate system, while the gyroscopes detect the angular velocity signals of the carrier relative to the navigation coordinate system. By measuring the angular velocity and acceleration of the object in three-dimensional space, the object's attitude can be calculated.

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

[0071] Optionally, the signal processing involves converting the original signal value into a physical value. For example, the vehicle speed signal in a CAN signal is not a real value; it needs to be multiplied by a coefficient to be converted into an actual signal in km / h. The specific coefficient value can be defined according to the communication protocol, and this invention does not impose any restrictions on it.

[0072] Optionally, the fault diagnosis process involves determining whether the physical value exceeds the limit range and whether the sensor signal is changing. For example, comparing the signal with the signal at the previous moment can determine whether the signal has malfunctioned over time. For instance, if the acceleration signal does not change over time and remains at a certain value, it is highly likely that the sensor has malfunctioned or that the signal has malfunctioned during transmission. This invention does not impose any limitations on this.

[0073] Optionally, the state estimation process involves filtering a portion of the signal. For example, the acceleration signal from the inertial measurement unit can be filtered to remove steady-state errors; another example is that the sensor signal acquired by the altitude sensor can be Kalman filtered to obtain a smoother velocity signal; yet another example is that the present invention can use the gyroscope angular velocity signal from the inertial measurement unit to derive the vehicle's kinematics, 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 These are the sprung mass velocities at the left front, right front, left rear, and right rear suspensions of the vehicle, respectively. The velocity value of the accelerometer of the inertial measurement unit moving up and down along the Z-axis of the coordinate system; The pitch velocity signal of the vehicle body is acquired by the gyroscope of the inertial measurement unit; This is the vehicle body roll rate signal; The wheelbase of the vehicle; This is the distance from the mounting position of the inertial measurement unit to the front axle; This is the distance from the installation location of the inertial measurement unit to the rear axle.

[0076] Optionally, sprung mass velocity refers to the mass of the car supported by the suspension. Each side of the suspension bears a portion of the mass from the vehicle body. If the vehicle body is considered as a whole, the mass borne by each suspension can be defined as the sprung mass at the four corners of the vehicle body. Therefore, the meaning of sprung mass velocity is the vertical movement velocity of the vehicle body mass borne by the suspension at the four corners of the vehicle body.

[0077] Optionally, this invention determines the vehicle's vertical control current, pitch control current, roll control current, high-frequency road surface compensation current, limit travel control current, pulse vibration control current, wheel hopping compensation current, and extreme operating condition control current, etc., to facilitate comprehensive control of the vehicle's suspension from multiple aspects, rather than a single aspect, thereby maximizing vehicle comfort and safety. This invention does not impose specific limitations on the process of determining the above currents; any feasible method falls within the scope of protection of this invention.

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

[0079] S110. Based on the sprung mass velocity, acceleration, and angular velocity at each suspension point of the vehicle, determine the vertical control current, pitch control current, roll control current, and high-frequency road compensation current for the vehicle.

[0080] Optionally, as described above, the sprung mass velocity can be calculated using a formula. That is, in some optional embodiments, before step S110, the method includes steps 1.1, 1.2, and 1.3;

[0081] Step 1.1: Collect the velocity values ​​of the vehicle moving up and down the Z-axis of the coordinate system using an accelerometer;

[0082] Optionally, after the accelerometer collects the acceleration, the corresponding velocity value can be obtained by integrating the acceleration. This invention does not limit this.

[0083] Step 1.2: Collect the vehicle's pitch and roll angular velocities using a gyroscope;

[0084] Step 1.3: Calculate the sprung mass velocity at each suspension point of the vehicle based on the speed value, the vehicle pitch velocity, and the vehicle roll 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; this invention will not elaborate on this further.

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

[0087] For example, in some optional implementations, S110 includes: steps 2.1 and 2.2;

[0088] Step 2.1: Determine the vertical control current and high-frequency road compensation current for the vehicle based on the sprung mass velocity at each suspension point and the vertical acceleration of the vehicle body.

[0089] Optionally, in some alternative implementations, step 2.1 includes: steps 3.11 and 3.12;

[0090] Step 3.11: Based on the vertical acceleration of the vehicle body and the velocity of each sprung mass, determine the vertical control current for the vehicle, wherein the vertical control current is either the minimum adjustable control current or the maximum adjustable control current of the shock absorber, and both the minimum adjustable control current and the maximum adjustable control current of the shock absorber are pre-calibrated currents. The vertical control current is used to suppress the vibration of the vehicle body.

[0091] Optionally, the present invention can use the vehicle body vertical motion acceleration and sprung mass velocity as inputs, and output the maximum or minimum control current through a single sensor control strategy to 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, This represents the acceleration value of the accelerometer of the inertial measurement unit as it moves up and down along the Z-axis of the coordinate system. This is the first-order resonant frequency of the suspension. The adjustable minimum control current (i.e., minimum control current) for the vibration damper. The maximum adjustable control current (i.e., the maximum control current) for the vibration damper. This is the output vertical control current.

[0094] Step 3.12: Based on the vertical acceleration of the vehicle body and the speed of each sprung mass, determine the high-frequency road surface compensation current for the vehicle by referring to a table, wherein the high-frequency road surface compensation current is used to suppress the vibration of the vehicle body.

[0095] Optionally, the present invention can realize high-frequency road surface recognition control, using the vehicle's vertical motion acceleration and sprung mass velocity as inputs, and outputting high-frequency road surface compensation current through a two-dimensional lookup table to improve the comfort of the vehicle when driving on rough 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. According to suspension control theory, when the vehicle body experiences high-frequency vibrations, lower damping can better ensure vehicle comfort.

[0097] Step 2.2: Determine the pitch control current and roll control current for the vehicle based on the vehicle pitch rate and the vehicle roll rate.

[0098] Optionally, in some alternative implementations, step 2.2 includes: steps 3.21 and 3.22;

[0099] Step 3.21: Based on the vehicle's body pitch angular velocity, accelerator pedal position, and brake pedal position, determine the pitch control current for the vehicle by referring to a table. The pitch control current is used to improve the vehicle's driving capability and reduce the vehicle's braking distance.

[0100] Optionally, this invention can use vehicle pitch rate, accelerator pedal position, and brake pedal position as inputs. Based on the combination of (accelerator pedal position or brake pedal position) and vehicle pitch rate, a pitch control current is output via a two-dimensional lookup table. For example, by inputting the vehicle pitch rate and accelerator pedal position, a pitch control current output signal is determined by looking up a table. The current signal will change according to the magnitude of the pitch rate or the degree of accelerator pedal depressing; the larger the pitch rate, the greater the current compensation. The specific parameters in the table can be determined based on actual vehicle conditions and testing.

[0101] Optionally, the pitch control current can suppress vehicle pitch motion during vehicle acceleration or braking, improve driving capability, and reduce braking distance.

[0102] Step 3.22: Based on the vehicle's body roll rate and steering wheel angle, determine the roll control current for the vehicle by referring to a table, wherein the roll control current is used to suppress the vehicle's body roll motion.

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

[0104] Optionally, the roll control current can suppress body roll during vehicle steering, improving vehicle handling stability.

[0105] S120. Based on the suspension travel of the vehicle, determine the limit travel control current and pulse vibration control current for the vehicle.

[0106] For example, in some alternative implementations, S120 includes: steps 4.1 and 4.2;

[0107] Step 4.1: Based on the suspension travel of the vehicle, look up the table to obtain the limit travel control current for the vehicle. 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 suspension travel as input and output the limit travel control current through a two-dimensional lookup table. 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: Based on the vehicle speed, suspension travel, and suspension movement, look up the table to obtain the pulse vibration control current for the vehicle, wherein the pulse vibration control current is used to suppress the vehicle body vibration.

[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 lookup table.

[0111] Optionally, the pulse vibration control current can be used to pre-control the rear axle suspension when the front axle wheels experience significant vibrations after passing over a bump or pothole. This reduces the vibration transmitted to the vehicle body from the rear axle wheels, while also suppressing residual vibrations after impacts between the front and rear axles. For example, after the front axle experiences significant vibrations after passing over a speed bump, the pulse vibration control current can reduce the damper current before the rear axle is about to hit the speed bump, ensuring the comfort of rear passengers during the time the rear axle is about to hit the speed bump.

[0112] S130. Determine the wheel jump compensation current for the vehicle based on the wheel jump speed of the vehicle.

[0113] For example, in some alternative implementations, S130 includes: steps 5.1 and 5.2;

[0114] Step 5.1: When the wheel jump speed of the vehicle is greater than the preset threshold, the minimum preset compensation current is determined as the wheel jump compensation current of the vehicle.

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

[0116] Optionally, this invention can use wheel hop speed (the number of times a wheel bounces per unit time) as input to determine whether the wheel hop control function has been triggered. Upon entering the wheel hop control function, a small compensation current is output. If the wheel hop control function continues to trigger after the compensation current is added, the compensation current can be increased until the wheel hop phenomenon disappears, at which point the compensation current is reduced. It should be noted that this invention can determine whether wheel hop has occurred based on the signal collected by the height sensor. If the height sensor signal is below a calibrated threshold, it can be considered that the suspension has undergone a significant degree of compression. When the number of compressions reaches a preset threshold, it is considered that a wheel hop phenomenon has occurred.

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

[0118] S140. Determine the extreme operating condition control current for the vehicle based on the extreme operating condition trigger state of the vehicle.

[0119] For example, in some alternative implementations, S140 includes: step 6.1;

[0120] Step 6.1: If the vehicle triggers at least one of the ESP, ABS, and TCS states, then determine the control current for the vehicle under extreme operating conditions by looking up a table based on the triggered state.

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

[0122] Optionally, the output currents described above can be calibrated under specific road conditions. For example, the vertical control current can be calibrated based on the vehicle's acceleration and suspension speed obtained by sensors under different road surface levels; the pitch control current can be calibrated based on the vehicle's performance during braking and acceleration; the roll control current can be calibrated based on the vehicle's performance during steering; the limit travel control current can be calibrated based on specific suspension travel requirements, under conditions where the travel reaches its limit; the pulse vibration control current can be calibrated using typical obstacles, such as speed bumps, with appropriate pulse control currents based on the suspension travel and speed when the vehicle passes over the speed bump; the wheel hop control current can also be calibrated using typical obstacles, matching appropriate control currents based on the vehicle's vertical wheel displacement, speed, and suspension travel performance when passing over obstacles; and the limit condition control currents can be calibrated based on the vehicle control requirements when ESP, ABS, and TCS occur.

[0123] S200. The vertical control current, the pitch control current and the roll control current are weighted and calculated to obtain the corresponding weighted current.

[0124] Optionally, the weighted calculation described in this invention is shown in Formula 3 below.

[0125] Formula 3:

[0126] in, , and These are the weighting coefficients for vertical control, pitch control, and roll control, respectively, all of which are calibrated values; , and These are the vertical control current, pitch control current, and roll control current, respectively. This is the weighted current of the output.

[0127] Optionally, since different operating conditions may occur during vehicle operation, the present invention can refer to different currents mentioned above to control the suspension 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 (when the vehicle triggers ESP, ABS, or TCS), and fault conditions (when the vehicle reports a fault).

[0128] Optionally, the present invention can set the priorities of performance conditions, extreme conditions, and failure conditions in ascending order. That is, the performance condition has the lowest priority, and the failure condition has the highest priority. When a lower-priority condition and a higher-priority condition coexist, the suspension is controlled using the strategy of the higher-priority condition instead of the strategy of the lower-priority condition. The present invention does not impose any restrictions on this.

[0129] S300. If the vehicle currently only reports its performance condition, then determine the corresponding performance control current based on the weighted current, the high-frequency road compensation current, the pulse vibration control current, and the wheel jump compensation current, and control the suspension state of the vehicle based on the performance control current.

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

[0131] S310. If the vehicle currently only reports its performance condition, the weighted current, the high-frequency road compensation current, the pulse vibration control current, and the wheel jump compensation current are superimposed to obtain the vehicle's performance control current.

[0132] S320. Perform saturation limit processing and current variation amplitude limit processing on the performance control current, wherein the parameters on which the saturation limit processing and the current variation amplitude limit processing are based are pre-calibrated calibration values.

[0133] S330. The suspension state of the vehicle is controlled by the performance control current after saturation limit processing and current change amplitude limit processing.

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

[0135] Optionally, since suspension actuators have physical limits, the current operating range of the shock absorber is fixed. Therefore, this invention can apply a saturation limit to the output performance control current. Different manufacturers produce shock absorbers with varying controllable current ranges; limiting the performance control current range is also to protect the normal operation of the shock absorber, prevent malfunctions, and improve vehicle safety and reliability.

[0136] Optionally, to avoid excessive current fluctuations causing suspension vibration, this invention limits the current change amplitude per unit time (i.e., performs current change amplitude limit processing). This value is a calibrated quantity that can be determined through actual vehicle testing. For example, if the shock absorber is in a 0mA current state, and the current is instantly changed to 1600mA, it will cause abnormal noise or vibration from the shock absorber. Therefore, limiting the change amplitude is added to ensure the normal operation of the shock absorber.

[0137] S400. If the vehicle currently reports at least an extreme operating condition and no fault operating condition, then determine the corresponding extreme control current based on the weighted current, the extreme travel control current and the extreme operating condition control current, and control the suspension state of the vehicle based on the extreme control current.

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

[0139] S410. If the vehicle currently reports at least an extreme operating condition and no fault operating condition, then the weighted current, the extreme travel control current and the extreme operating condition control current are superimposed to determine the extreme control current of the vehicle.

[0140] S420. Perform saturation limit processing and current variation amplitude limit processing on the limit control current, wherein the parameters on which the saturation limit processing and the current variation amplitude limit processing are based are pre-calibrated calibration values.

[0141] S430. The suspension state of the vehicle is controlled based on the limit control current after saturation limit processing and current change amplitude limit processing.

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

[0143] Optionally, when the vehicle is driving normally and no extreme conditions occur, the current value is determined by a weighted combination of the vertical, pitch, and roll control currents. When extreme travel conditions occur, it means the suspension is highly likely to impact the limit block, severely affecting the vehicle's balance and comfort. At this point, a large current is needed to suppress the suspension's extension process. Therefore, this invention can superimpose the extreme travel control current on top of the weighted current to ensure suspension safety. Similarly, extreme conditions, including ABS, TCS, and ESP triggering scenarios, require the suspension to maintain a high current state to maintain vehicle balance.

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

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

[0146] S510. If the vehicle currently reports at least the fault condition, then the corresponding pre-calibrated fault control current is obtained by querying based on the weighted current.

[0147] S520. Perform saturation limit processing and current change amplitude limit processing on the fault control current, wherein the parameters on which the saturation limit processing and the current change amplitude limit processing are based are pre-calibrated calibration values.

[0148] S530. The suspension state of the vehicle is controlled based on the fault control current after saturation limit processing and current change amplitude limit processing.

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

[0150] Optionally, under fault conditions, the weighted current can reflect the corresponding fault situation, and different fault control currents can be adopted for different fault situations. Therefore, this invention can obtain the corresponding calibrated fault control current based on the weighted current. For example, the fault control current used for left front wheel faults and dual front wheel faults are different, and this invention does not impose any restrictions on this.

[0151] Optionally, due to the friction between the piston rod and the inner cylinder inside the shock absorber, the greater the operating current, the greater the friction. When the vehicle is stationary, the vehicle's weight causes the internal piston to undergo slight reciprocating motion. Therefore, this invention can maintain a low control current when the vehicle is stationary, extending the shock absorber's service life; however, this invention does not impose any limitations on this aspect.

[0152] In summary, this invention can adapt corresponding suspension parameters according to different road conditions, enabling independent control of the vehicle's vertical, pitch, and roll movements, while maintaining vehicle comfort and stability even under complex operating conditions. The invention's configuration of a single inertial measurement unit and four height sensors significantly reduces the cost of electronic components and simplifies their placement. When sensor signals malfunction during transmission or when a sensor experiences a hardware failure, this invention can output a calibrated fault control current to ensure vehicle safety. Furthermore, the vertical control current output strategy employs a classic single-sensor suspension control strategy to enhance ride comfort. This algorithm offers an optimal balance between cost and performance, boasting fast computation speed and low computational requirements. Combined with height sensors, it provides more accurate vehicle motion status information, improving the precision and accuracy of suspension control, and offering significant advantages in practical applications.

[0153] like Figure 6 As shown, the present invention provides a vehicle suspension control device, including: a suspension control unit 100, a current weighting unit 200, a performance condition unit 300, an extreme condition unit 400, and a fault 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 compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current and limit working condition control current of the vehicle based on the current operating parameters of the vehicle.

[0155] The current weighting unit 200 is used to perform weighted calculations based on the vertical control current, the pitch control current, and the roll control current to obtain the corresponding weighted current;

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

[0157] The extreme condition unit 400 is used to determine the corresponding extreme control current based on the weighted current, the extreme travel control current and the extreme condition control current if the vehicle currently reports at least an extreme condition and no fault condition, and to control the suspension state of the vehicle based on 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 alternative embodiments, the suspension control unit 100 includes: a first current determination subunit, a second current determination subunit, a third current determination subunit, and a fourth current determination subunit;

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

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

[0162] The third current determination subunit is used to determine the wheel jump compensation current for the vehicle based on 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 based on the extreme operating condition triggering state of the vehicle.

[0164] Optionally, in some alternative 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 values ​​of the vehicle moving up and down the coordinate system Z-axis by means of an accelerometer before determining the vertical control current, pitch control current, roll control current and high-frequency road compensation current for the vehicle based on the sprung mass velocity, acceleration and angular velocity at each suspension of the vehicle.

[0166] The angular velocity acquisition unit is used to acquire the vehicle's pitch angular velocity and roll angular velocity via a gyroscope.

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

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

[0169] The fifth current determination subunit is used to determine the vertical control current and high-frequency road compensation current for the vehicle based on the sprung mass velocity at each suspension point and the vertical motion acceleration of the vehicle body.

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

[0171] Optionally, in some alternative embodiments, the fifth current determination subunit includes: a vertical control current determination subunit and a road surface compensation current determination subunit;

[0172] The vertical control current determination subunit is used to determine the vertical control current for the vehicle based on the vehicle's vertical motion acceleration and the velocity of each sprung mass. The vertical control current is either the minimum adjustable control current or the maximum adjustable control current of the shock absorber. Both the minimum adjustable control current and the maximum adjustable control current of the shock absorber are pre-calibrated currents. The vertical control current is used to suppress the vehicle's body vibration.

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

[0174] Optionally, in some alternative embodiments, the sixth current determination subunit includes: a pitch control current determination subunit and a roll control current determination subunit;

[0175] The pitch control current determination subunit is used to determine the pitch control current for the vehicle by looking up a table based on the vehicle's body pitch angular velocity, accelerator pedal position, and brake pedal position. The pitch control current is used to improve the vehicle's driving capability and reduce the vehicle's braking distance.

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

[0177] Optionally, in some optional embodiments, the performance condition unit 300 includes: a performance control current acquisition subunit, a performance control current limit subunit, and a performance control current control subunit.

[0178] The performance control current acquisition subunit is used to superimpose the weighted current, the high-frequency road compensation current, the pulse vibration control current and the wheel jump compensation current to obtain the performance control current of the vehicle if the vehicle currently only reports the performance condition.

[0179] The performance control current limit subunit is used to perform saturation limit processing and current variation amplitude limit processing on the performance control current, wherein the parameters on which the saturation limit processing and the current variation amplitude limit processing are based are pre-calibrated calibration values.

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

[0181] Optionally, in some optional embodiments, the extreme condition unit 400 includes: an extreme control current acquisition subunit, an extreme control current limit subunit, and an extreme control current control subunit.

[0182] The limit control current obtaining subunit is used to determine the vehicle's limit control current by superimposing the weighted current, the limit travel control current, and the limit operating condition control current if the vehicle currently reports at least a limit operating condition and no fault operating condition.

[0183] The limit control current limit subunit is used to perform saturation limit processing and current variation amplitude limit processing on the limit control current, wherein the parameters on which the saturation limit processing and the current variation amplitude limit processing are based are pre-calibrated calibration values.

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

[0185] Optionally, in some optional embodiments, the fault condition unit 500 includes: a fault control current acquisition subunit, a fault control current limit subunit, and a fault control current control subunit.

[0186] The fault control current acquisition subunit is used to query the corresponding pre-calibrated fault control current based on 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 variation amplitude limit processing on the fault control current, wherein the parameters on which the saturation limit processing and the current variation amplitude limit processing are based are pre-calibrated calibration values.

[0188] The fault control current control subunit is used to control the suspension state of the vehicle based on 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, which, when executed by a processor, implements the vehicle suspension control method described in any of the preceding claims.

[0190] like Figure 7 As shown, the present invention provides an electronic device 70, which includes at least one processor 701, 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 program instructions in the memory 702 to execute the vehicle suspension control method described above.

[0191] In this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, without necessarily requiring or implying any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0192] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

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

[0194] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention are included within the scope of protection of the present invention.

Claims

1. A vehicle suspension control method, characterized in that, include: Based on the vehicle's current operating parameters, determine the vehicle's vertical control current, pitch control current, roll control current, high-frequency road compensation current, limit travel control current, pulse vibration control current, wheel jump compensation current, and extreme working condition control current. The weighted current is obtained by weighting the vertical control current, the pitch control current, and the roll control current. If the vehicle currently only reports its performance condition, then the corresponding performance control current is determined based on the weighted current, the high-frequency road compensation current, the pulse vibration control current, and the wheel jump compensation current, and the suspension state of the vehicle is controlled based on the performance control current. If the vehicle currently reports at least an extreme operating condition and no fault condition, then the corresponding extreme control current is determined based on the weighted current, the extreme travel control current, and the extreme operating condition control current, and the suspension state of the vehicle is controlled based on the extreme control current. If the vehicle currently reports at least the aforementioned 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, The determination of the vehicle's 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 based on the vehicle's current operating parameters includes: Based on the sprung mass velocity, acceleration, and angular velocity at each suspension point of the vehicle, determine the vertical control current, pitch control current, roll control current, and high-frequency road compensation current for the vehicle. Based on the suspension travel of the vehicle, determine the limit travel control current and pulse vibration control current for the vehicle; Determine the wheel jump compensation current for the vehicle based on the wheel jump speed of the vehicle; Based on the extreme operating condition triggering state of the vehicle, determine the extreme operating condition control current for the vehicle.

3. The method according to claim 2, characterized in that, Before determining the vertical control current, pitch control current, roll control current, and high-frequency road compensation current for the vehicle based on the sprung mass velocity, acceleration, and angular velocity at each suspension point, the method includes: The velocity values ​​of the vehicle moving up and down the Z-axis of the coordinate system were collected by an accelerometer; The vehicle's pitch and roll angular velocities were collected using a gyroscope. Based on the speed value, the vehicle body pitch rate, and the vehicle body roll rate, the sprung mass speed at each suspension point of the vehicle is calculated.

4. The method according to claim 3, characterized in that, The determination of vertical control current, pitch control current, roll control current, and high-frequency road compensation current for the vehicle based on the sprung mass velocity, acceleration, and angular velocity at each suspension point includes: Based on the sprung mass velocity at each suspension point of the vehicle and the vertical acceleration of the vehicle body, determine the vertical control current and high-frequency road compensation current for the vehicle. Based on the vehicle body pitch rate and the vehicle body roll rate, determine the pitch control current and roll control current for the vehicle.

5. The method according to claim 4, characterized in that, The step of determining the vertical control current and high-frequency road compensation current for the vehicle based on the sprung mass velocity at each suspension point and the vertical acceleration of the vehicle body includes: Based on the vehicle's vertical motion acceleration and the velocity of each sprung mass, a vertical control current is determined for the vehicle. The vertical control current is either the minimum adjustable control current or the maximum adjustable control current of the shock absorber. Both the minimum adjustable control current and the maximum adjustable control current of the shock absorber are pre-calibrated currents. The vertical control current is used to suppress the vibration of the vehicle's body. Based on the vehicle's vertical acceleration and the speed of each sprung mass, a high-frequency road surface compensation current is determined by referring to a table, wherein the high-frequency road surface compensation current is used to suppress the vehicle's body vibration.

6. The method according to claim 4, characterized in that, The step of determining the pitch control current and roll control current for the vehicle based on the vehicle pitch angular velocity and the vehicle roll angular velocity includes: Based on the vehicle's body pitch angular velocity, accelerator pedal position, and brake pedal position, a table is consulted to determine the pitch control current for the vehicle, wherein the pitch control current is used to improve the vehicle's driving capability and reduce the vehicle's braking distance. Based on the vehicle's body roll rate and steering wheel angle, a table is consulted to determine the roll control current for the vehicle, wherein the roll control current is used to suppress the vehicle's body roll motion.

7. The method according to claim 1, characterized in that, If the vehicle currently only reports a performance condition, then based on the weighted current, the high-frequency road surface compensation current, the pulse vibration control current, and the wheel hopping compensation current, a corresponding performance control current is determined, and the suspension state of the vehicle is controlled according to the performance control current, including: If the vehicle currently only reports its performance condition, then the weighted current, the high-frequency road compensation current, the pulse vibration control current, and the wheel jump compensation current are superimposed to obtain the vehicle's performance control current; The performance control current is subjected to saturation limit processing and current variation amplitude limit processing, wherein the parameters on which the saturation limit processing and the current variation amplitude limit processing are based are pre-calibrated calibration values. The vehicle's suspension state is controlled by the performance control current after processing for saturation limits and current variation amplitude limits.

8. The method according to claim 1, characterized in that, If the vehicle currently reports at least a limit condition and no fault condition, then based on the weighted current, the limit travel control current, and the limit condition control current, a corresponding limit control current is determined, and the suspension state of the vehicle is controlled according to the limit control current, including: If the vehicle currently reports at least an extreme operating condition and no fault condition, then the weighted current, the extreme travel control current, and the extreme operating condition control current are superimposed to determine the vehicle's extreme control current. The limiting control current is subjected to saturation limit processing and current variation amplitude limit processing, wherein the parameters on which the saturation limit processing and the current variation amplitude limit processing are based are pre-calibrated calibration values. The suspension state of the vehicle is controlled based on 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 aforementioned fault condition, then according to a pre-calibrated fault control current, the suspension state of the vehicle is controlled, including: If the vehicle currently reports at least the fault condition, then the corresponding pre-calibrated fault control current is obtained by querying based on the weighted current; The fault control current is subjected to saturation limit processing and current variation amplitude limit processing, wherein the parameters on which the saturation limit processing and the current variation amplitude limit processing are based are pre-calibrated calibration values. The vehicle's suspension state is controlled based on the fault control current after saturation limit processing and current variation amplitude limit processing.

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

Images