Vehicle suspension control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle suspension control method and device, a vehicle and a storage medium, and relates to the technical field of vehicle control. The method comprises the steps that the first motion state corresponding to the current moment of a vehicle and the second motion state corresponding to the first moment of the vehicle are determined, and the first moment is located after the current moment; according to the first motion state, first action force corresponding to the vehicle is determined; according to the second motion state, second action force corresponding to the vehicle is determined; according to the first acting force and the second acting force, target acting force corresponding to the current moment of the vehicle is determined; and controlling the vehicle suspension based on the target acting force. Therefore, the motion state of the vehicle at the current moment and the motion state of the vehicle at a certain moment in the future can be combined to determine the current acting force which should be applied to the vehicle suspension, so that the posture change of the vehicle at a certain moment in the future can be inhibited in advance, and the vehicle is more stable in the running process.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle control, and particularly to a control method, device, vehicle, and storage medium for a vehicle suspension. Background Art

[0002] A vehicle suspension is an important structural and functional component of an automobile. The vehicle suspension can transmit the forces and torques received by the wheels to the vehicle body and buffer the impact forces transmitted from the uneven road surface to the vehicle frame, so as to ensure that the vehicle can drive smoothly. Therefore, how to control the vehicle suspension to keep the vehicle stable during driving has become a key research direction. Summary of the Invention

[0003] To overcome the problems existing in the related art, the present disclosure provides a control method, device, vehicle, and storage medium for a vehicle suspension.

[0004] According to the first aspect of the embodiments of the present disclosure, a control method for a vehicle suspension is provided, including:

[0005] Determining a first motion state of the vehicle corresponding to the current moment and a second motion state of the vehicle corresponding to a first moment, where the first moment is after the current moment;

[0006] Determining a first driving force corresponding to the vehicle according to the first motion state;

[0007] Determining a second driving force corresponding to the vehicle according to the second motion state;

[0008] Determining a target driving force of the vehicle corresponding to the current moment according to the first driving force and the second driving force;

[0009] Controlling the vehicle suspension based on the target driving force.

[0010] According to the second aspect of the embodiments of the present disclosure, a control device for a vehicle suspension is provided, including:

[0011] A first determination module, configured to determine a first motion state of the vehicle corresponding to the current moment and a second motion state of the vehicle corresponding to a first moment, where the first moment is after the current moment;

[0012] A second determination module, configured to determine a first driving force corresponding to the vehicle according to the first motion state;

[0013] A third determination module, configured to determine a second driving force corresponding to the vehicle according to the second motion state;

[0014] A fourth determination module, configured to determine a target driving force corresponding to the vehicle at the current moment according to the first driving force and the second driving force;

[0015] A control module, configured to control the vehicle suspension based on the target driving force.

[0016] According to a third aspect of the embodiments of the present disclosure, a vehicle is provided, including: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to: implement the steps of the method for controlling a vehicle suspension proposed in the first aspect of the embodiments of the present disclosure.

[0017] According to a fourth aspect of the embodiments of the present disclosure, a computer-readable storage medium is provided, which, when the instructions in the storage medium are executed by a processor of a mobile terminal, implements the steps of the method for controlling a vehicle suspension proposed in the first aspect of the embodiments of the present disclosure.

[0018] The technical solutions provided by the embodiments of the present disclosure may include the following beneficial effects:

[0019] In the embodiments of the present disclosure, the first motion state corresponding to the vehicle at the current moment and the second motion state corresponding to the vehicle at the first moment are determined. Then, according to the first motion state, the first driving force corresponding to the vehicle suspension is determined; according to the second motion state, the second driving force corresponding to the vehicle is determined. Furthermore, according to the first driving force and the second driving force, the target driving force corresponding to the vehicle at the current moment is determined. Finally, based on the target driving force, the vehicle suspension is controlled. Thus, the driving force that should be applied to the vehicle suspension at present can be determined by combining the motion state of the vehicle at the current moment and the motion state at a future moment, so that the attitude change of the vehicle at a future moment can be suppressed in advance, making the vehicle more stable during driving.

[0020] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings herein are incorporated into the specification and constitute a part of this specification, showing embodiments consistent with the present disclosure and used together with the specification to explain the principles of the present disclosure:

[0022] Figure 1 is a flowchart showing a method for controlling a vehicle suspension according to some embodiments of the present disclosure;

[0023] Figure 2 is a flowchart showing a method for determining a motion state according to an embodiment of the present disclosure;

[0024] Figure 3It is a schematic flowchart of a control method for a vehicle suspension shown according to some embodiments of the present disclosure;

[0025] Figure 4 It is a flowchart of a control method for a vehicle suspension shown according to some embodiments of the present disclosure;

[0026] Figure 5 It is a flowchart of a control method for a vehicle suspension shown according to some embodiments of the present disclosure;

[0027] Figure 6 It is a schematic structural diagram of a control device for a vehicle suspension shown according to some embodiments of the present disclosure;

[0028] Figure 7 It is a schematic functional block diagram of a vehicle shown according to an exemplary embodiment. Detailed Embodiments

[0029] Here, some embodiments of the present disclosure will be described in detail, and examples thereof are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. Various changes, modifications, and equivalents of the methods, devices, and / or systems described herein will become apparent after understanding the present disclosure. For example, the order of operations described herein is merely an example and is not limited to those set forth herein, but may be changed as will be apparent after understanding the present disclosure, except for operations that must be performed in a specific order. Additionally, descriptions of features known in the art may be omitted for the sake of clarity and conciseness.

[0030] The embodiments described in some embodiments of the present disclosure below do not represent all embodiments consistent with the present disclosure. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0031] Figure 1 It is a flowchart of a control method for a vehicle suspension shown according to some embodiments of the present disclosure, as Figure 1 shown, the control method for the vehicle suspension is used in a terminal and includes the following steps:

[0032] Step 101, determine a first motion state of the vehicle corresponding to the current moment and a second motion state of the vehicle corresponding to a first moment, where the first moment is after the current moment.

[0033] Among them, the first motion state may include the speed, acceleration, attitude angle, etc. of the vehicle corresponding to the current moment.

[0034] Among them, the second motion state may include the speed, acceleration, attitude angle, etc. corresponding to the vehicle at the first moment.

[0035] Among them, the time interval between the first moment and the current moment may be a preset duration. For example, 0.5 seconds, 1 second, etc. The present disclosure does not limit this.

[0036] In some embodiments, according to the working mode corresponding to the vehicle at the current moment, the time interval is determined, and based on the time interval and the current moment, the first moment is determined.

[0037] Among them, the working mode may include a comfort mode, a sport mode, etc. The present disclosure does not limit this.

[0038] In some embodiments, the time interval corresponding to the comfort mode is less than the time interval corresponding to the sport mode, so that the change of the vehicle body attitude can be more timely suppressed in the sport mode, and the vehicle can travel more smoothly. For example, the time interval corresponding to the comfort mode may be 200 milliseconds, 100 milliseconds, etc., and the time interval corresponding to the sport mode may be 0.5 seconds, 1 second, etc.

[0039] In some embodiments, the time interval can also be determined according to the magnitude of the acceleration. For example, the smaller the absolute value of the difference between the acceleration and 0, the smaller the time interval, and the larger the absolute value of the difference between the acceleration and 0, the larger the time interval, so that the change of the vehicle body attitude can be more timely suppressed.

[0040] In some embodiments, based on the working mode at the current moment, the wheel angle corresponding to the steering wheel angle at the current moment, the driving torque corresponding to the acceleration pedal stroke at the current moment, and the braking torque corresponding to the brake pedal stroke at the current moment can be determined. Then, the wheel angle, the driving torque, the braking torque, the sensor signals collected at the current moment, and the target actuating force corresponding to the second moment are input into the dynamic model corresponding to the vehicle to obtain the first motion state. Finally, according to the first motion state and the third motion state corresponding to the historical moment, the second motion state corresponding to the first moment is predicted.

[0041] Among them, the second moment is the moment before the current moment when the target actuating force is determined.

[0042] Among them, the sensor signals may include signals such as the acceleration and angular velocity of the vehicle body, wheel speed, and wheel end acceleration. In some embodiments, the sensor may be an Inertial Measurement Unit (IMU), etc. The present disclosure does not limit this.

[0043] Among them, the vehicle dynamics model can be established based on hardware characteristics such as vehicle geometric parameters, mass distribution, and mechanical structure. In some embodiments, the vehicle dynamics model can be a fourteen-degree-of-freedom vehicle dynamics model.

[0044] It should be noted that after the target actuation force corresponding to the second moment acts on the vehicle suspension, it will affect the motion state of the vehicle at the current moment. Therefore, by combining the target actuation force corresponding to the second moment, the first motion state of the vehicle at the current moment can be determined more accurately.

[0045] Figure 2 The following is a flowchart of determining a motion state shown in an embodiment of the present disclosure. As Figure 2 shown, first obtain the steering wheel angle, accelerator pedal stroke, and brake pedal stroke at the current moment, and then convert the steering wheel angle into a wheel angle, the accelerator pedal stroke into a driving torque, and the brake pedal stroke into a braking torque according to the characteristic conversion corresponding to the current working mode; obtain the sensor signals such as body acceleration, angular velocity, wheel speed, and wheel end acceleration, and the target actuation force at the second moment; input the actual wheel angle, driving torque, braking torque, sensor signals, and the target actuation force at the second moment into the pre-constructed vehicle dynamics model to obtain the first motion state corresponding to the current moment.

[0046] After that, according to the working mode, determine the first moment, and use the motion state estimator to estimate the second motion state corresponding to the first moment in combination with the system state output according to the vehicle dynamics model. Among them, the system state can be the first motion state of the vehicle at the current moment and the third motion state of the vehicle at the historical moment.

[0047] In some embodiments, the second motion state corresponding to the first moment can also be predicted according to a pre-trained trajectory prediction model.

[0048] Step 102, determine the first actuation force corresponding to the vehicle according to the first motion state.

[0049] Among them, the actuation force can be the force generated by the vehicle suspension autonomously to resist the inertial force, so that the vehicle can drive smoothly. In some embodiments, the actuation force can also be called the active force. The present disclosure does not limit this.

[0050] In some embodiments, the vehicle suspension can be an active suspension, etc. The present disclosure does not limit this.

[0051] In some embodiments, the relative motion relationship between the various components of the vehicle can be described through the vehicle dynamics model, and then according to the first motion state of the vehicle and the dynamics model, the deformation amount and motion state of the vehicle suspension are calculated, and further the first actuation force that the vehicle suspension needs to apply is determined.

[0052] In some embodiments, the first driving force to be exerted by the vehicle suspension can be calculated according to the first motion state (speed, acceleration, attitude angle, etc.) of the vehicle through a vehicle suspension control algorithm. Among them, the vehicle suspension control algorithm can be a skyhook damping control algorithm, a groundhook damping control algorithm, etc. The present disclosure does not limit this.

[0053] Step 103: Determine the second driving force corresponding to the vehicle according to the second motion state.

[0054] Among them, the specific implementation form of step 103 is the same as that of step 102. Details are not described here again.

[0055] Step 104: Determine the target driving force corresponding to the vehicle at the current moment according to the first driving force and the second driving force.

[0056] In some embodiments, the average value of the first driving force and the second driving force can be determined as the target driving force.

[0057] In some embodiments, the first weight corresponding to the first driving force and the second weight corresponding to the second driving force can be determined first, and then based on the first weight and the second weight, the first driving force and the second driving force are fused to obtain the target driving force. Among them, the first weight and the second weight can be obtained through experiments in advance.

[0058] Step 105: Control the vehicle suspension based on the target driving force.

[0059] In the embodiments of the present disclosure, after the target driving force is determined, the vehicle suspension can be controlled to generate the target driving force to counteract the inertia force of the vehicle, so that the vehicle can drive smoothly.

[0060] In the embodiments of the present disclosure, the first motion state corresponding to the vehicle at the current moment and the second motion state corresponding to the vehicle at the first moment are determined, and then according to the first motion state, the first driving force corresponding to the vehicle is determined; according to the second motion state, the second driving force corresponding to the vehicle is determined, and then according to the first driving force and the second driving force, the target driving force corresponding to the vehicle at the current moment is determined, and finally the vehicle suspension is controlled based on the target driving force. Thus, the driving force to be applied to the vehicle suspension at present can be determined by combining the motion state of the vehicle at the current moment and the motion state at a certain future moment, so that the attitude change of the vehicle at a certain future moment can be suppressed in advance, and the vehicle can be more stable during driving.

[0061] Figure 3 is a flowchart of a control method for a vehicle suspension shown according to some embodiments of the present disclosure. As Figure 3 shown, the control method for the vehicle suspension is used in a terminal and includes the following steps:

[0062] Step 301, determine the first motion state corresponding to the vehicle at the current moment and the second motion state corresponding to the vehicle at the first moment, where the first moment is after the current moment.

[0063] Step 302, determine the first driving force corresponding to the vehicle according to the first motion state.

[0064] Step 303, determine the second driving force corresponding to the vehicle according to the second motion state.

[0065] Among them, for the specific implementation forms of steps 301 to 303, reference can be made to the detailed descriptions in other embodiments of the present disclosure, and details will not be elaborated here.

[0066] Step 304, determine the driving data corresponding to the vehicle at the current moment, where the driving data includes at least one of the working mode, speed, and acceleration.

[0067] Step 305, determine the target driving force according to the driving data, the first driving force, and the second driving force.

[0068] In some embodiments, the first weight corresponding to the first driving force and the second weight corresponding to the second driving force can be determined according to the driving data, and then based on the first weight and the second weight, the first driving force and the second driving force are fused to obtain the target driving force.

[0069] In some embodiments, the first sub - weight corresponding to the first driving force and the second sub - weight corresponding to the second driving force can be determined according to the working mode, the third sub - weight corresponding to the first driving force and the fourth sub - weight corresponding to the second driving force can be determined according to the speed, and the fifth sub - weight corresponding to the first driving force and the sixth sub - weight corresponding to the second driving force can be determined according to the acceleration. Based on a preset fusion factor, the first sub - weight, the third sub - weight, and the fifth sub - weight are fused to obtain the first weight, and finally, based on the preset fusion factor, the second sub - weight, the fourth sub - weight, and the sixth sub - weight are fused to obtain the second weight.

[0070] In some embodiments, the ratio of the second sub - weight to the first sub - weight corresponding to the comfort mode is less than the ratio of the second sub - weight to the first sub - weight corresponding to the sport mode.

[0071] In some embodiments, the speed has a positive correlation with the fourth sub - weight. The faster the speed, the larger the ratio of the fourth sub - weight to the third sub - weight.

[0072] In some embodiments, the acceleration has a positive correlation with the sixth sub - weight. The greater the absolute value of the acceleration, the larger the ratio of the sixth sub - weight to the fifth sub - weight.

[0073] In some embodiments, the preset fusion factors include a first fusion factor associated with the working mode, a second fusion factor associated with the acceleration, and a third fusion factor associated with the speed. Thus, the first weight is determined as: the first fusion factor * the first sub - weight+the second fusion factor * the fifth sub - weight+the third fusion factor * the third sub - weight; the second weight is determined as: the first fusion factor * the second sub - weight+the second fusion factor * the sixth sub - weight+the third fusion factor * the fourth sub - weight.

[0074] In some embodiments, the first weight and the second weight can be determined according to the working mode corresponding to the vehicle at the current moment. The first sub - weight is determined as the first weight, and the second sub - weight is determined as the second weight.

[0075] In some embodiments, the first weight and the second weight can be determined according to the speed corresponding to the vehicle at the current moment. The third sub - weight is determined as the first weight, and the fourth sub - weight is determined as the second weight.

[0076] In some embodiments, the first weight and the second weight can be determined according to the acceleration corresponding to the vehicle at the current moment. The fifth sub - weight is determined as the first weight, and the sixth sub - weight is determined as the second weight.

[0077] In some embodiments, the first weight and the second weight can be determined according to the working mode and speed corresponding to the vehicle at the current moment. The first weight is: the first fusion factor * the first sub - weight+the third fusion factor * the third sub - weight, and the second weight is: the first fusion factor * the second sub - weight+the third fusion factor * the fourth sub - weight.

[0078] In some embodiments, the first weight and the second weight can be determined according to the working mode and acceleration corresponding to the vehicle at the current moment. The first weight is: the first fusion factor * the first sub - weight+the second fusion factor * the fifth sub - weight; the second weight is: the first fusion factor * the second sub - weight+the second fusion factor * the sixth sub - weight.

[0079] In some embodiments, the first weight and the second weight can be determined according to the acceleration and speed corresponding to the vehicle at the current moment. The first weight is: the second fusion factor * the fifth sub - weight+the third fusion factor * the third sub - weight; the second weight is: the second fusion factor * the sixth sub - weight+the third fusion factor * the fourth sub - weight.

[0080] Wherein, the target driving force = the first weight * the first driving force+the second weight * the second driving force.

[0081] Step 306, control the vehicle suspension based on the target driving force.

[0082] In the embodiments of the present disclosure, the first motion state corresponding to the vehicle at the current moment and the second motion state corresponding to the vehicle at the first moment are determined. Then, according to the first motion state, the first driving force corresponding to the vehicle suspension is determined; according to the second motion state, the second driving force corresponding to the vehicle suspension is determined. Furthermore, according to the first driving force and the second driving force, and based on at least one of the working mode, speed, and acceleration corresponding to the vehicle at the current moment, the first weight corresponding to the first driving force and the second weight corresponding to the second driving force are determined. And based on the first weight and the second weight, the first driving force and the second driving force are fused to obtain the target driving force. Finally, based on the target driving force, the vehicle suspension is controlled. Thus, based on at least one of the working mode, speed, and acceleration corresponding to the vehicle at the current moment, the first driving force corresponding to the motion state of the vehicle at the current moment and the second driving force corresponding to the motion state of the vehicle at a future moment can be more accurately fused, so as to more accurately determine the target driving force that should be applied to the vehicle suspension at present, making the vehicle more stable during driving.

[0083] Figure 4 is a flowchart of a method for controlling a vehicle suspension according to some embodiments of the present disclosure. As Figure 4 shown, the first driving force can be determined according to the first motion state, the second driving force can be determined according to the second motion state, the first weight corresponding to the first driving force and the second weight corresponding to the second driving force can be determined according to the driving data, and then based on the first weight and the second weight, the first driving force and the second driving force are fused to obtain the target driving force.

[0084] As Figure 4 shown, after determining the target driving force corresponding to the vehicle suspension at the current moment according to the first driving force and the second driving force, the target driving force can also be adjusted according to the sensor signal at the current moment.

[0085] In some embodiments, the sensor signal includes the wheel end acceleration. The amplitude threshold corresponding to the target driving force can be determined according to the wheel end acceleration. When the amplitude of the target driving force is greater than the amplitude threshold, the amplitude of the target driving force is adjusted to the amplitude threshold.

[0086] It should be noted that the wheel end acceleration is very large, and adding driving force may have no effect. Limiting the driving force can prevent damage to the actuator or cause waste of energy.

[0087] In some embodiments, the sensor signal includes the attitude angular velocity. The change rate corresponding to the target driving force can also be adjusted according to the attitude angular velocity, and then the vehicle suspension can be controlled to generate the target driving force at the change rate. Thus, sudden changes in the target driving force can be avoided, which may cause sudden impacts on the vehicle, thereby further improving the vehicle stability.

[0088] In some embodiments, the attitude angular velocity is positively correlated with the change rate. When the attitude angular velocity is relatively small, the change rate is also relatively small, thus avoiding a large impact on the vehicle. When the attitude angular velocity is relatively large, the change rate is also relatively large, so that the target driving force can be achieved as soon as possible and the vehicle attitude can be suppressed in a timely manner.

[0089] Figure 5 is a flowchart of a control method for a vehicle suspension shown according to some embodiments of the present disclosure. As Figure 5 shown, it is possible to first obtain the steering wheel angle, the accelerator pedal stroke, and the brake pedal stroke at the current moment, the working mode, and sensor signals such as the body acceleration, angular velocity, wheel speed, and wheel end acceleration measured by vehicle-mounted sensors; then input the steering wheel angle, the accelerator pedal stroke, the brake pedal stroke, the working mode, and the sensor signals into the vehicle model to obtain the first driving force corresponding to the current moment and the second driving force corresponding to the first moment. Among them, the processing logic of the vehicle model can be as Figure 2 shown and will not be specifically described here.

[0090] After that, input the first driving force corresponding to the current moment, the second driving force corresponding to the first moment, the sensor information, and the working mode into the suspension control module to obtain the target driving force, and finally control the vehicle suspension based on the target driving force. Among them, the processing logic of the suspension control module can be as Figure 4 shown and will not be specifically described here.

[0091] To implement the above embodiments, the present disclosure also proposes a control device for a vehicle suspension.

[0092] Figure 6 is a block diagram of a control device for a vehicle suspension shown according to some embodiments of the present disclosure. Referring to Figure 6 , the device includes:

[0093] A first determination module 601, configured to determine a first motion state of the vehicle corresponding to the current moment and a second motion state of the vehicle corresponding to the first moment, where the first moment is after the current moment;

[0094] A second determination module 602, configured to determine a first driving force corresponding to the vehicle according to the first motion state;

[0095] A third determination module 603, configured to determine a second driving force corresponding to the vehicle according to the second motion state;

[0096] A fourth determination module 604, configured to determine a target driving force of the vehicle corresponding to the current moment according to the first driving force and the second driving force;

[0097] The control module 605 is configured to control the vehicle suspension based on the target driving force.

[0098] In some embodiments, it further includes an adjustment module for:

[0099] Adjust the target driving force according to the sensor signal at the current moment.

[0100] In some embodiments, it further includes an adjustment module for:

[0101] Determine the amplitude threshold corresponding to the target driving force according to the wheel-end acceleration;

[0102] In the case where the amplitude of the target driving force is greater than the amplitude threshold, adjust the amplitude of the target driving force to the amplitude threshold.

[0103] In some embodiments, it further includes an adjustment module for:

[0104] Adjust the change rate corresponding to the target driving force according to the attitude angular velocity.

[0105] In some embodiments, the attitude angular velocity is positively correlated with the change rate.

[0106] In some embodiments, it further includes a fifth determination module for:

[0107] Determine the time interval according to the working mode corresponding to the vehicle at the current moment;

[0108] Based on the time interval and the current moment, determine the first moment.

[0109] In some embodiments, the fourth determination module 604 is configured to:

[0110] Determine the driving data corresponding to the vehicle at the current moment, where the driving data includes at least one of the working mode, speed, and acceleration;

[0111] Determine the target driving force according to the driving data, the first driving force, and the second driving force.

[0112] In some embodiments, the fourth determination module 604 is configured to:

[0113] Determine the first weight corresponding to the first driving force and the second weight corresponding to the second driving force according to the driving data;

[0114] Based on the first weight and the second weight, fuse the first driving force and the second driving force to obtain the target driving force.

[0115] In some embodiments, the fourth determination module 604 is configured to:

[0116] Determine the first sub-weight corresponding to the first driving force and the second sub-weight corresponding to the second driving force according to the working mode;

[0117] Determine the third sub-weight corresponding to the first driving force and the fourth sub-weight corresponding to the second driving force according to the speed;

[0118] Determine the fifth sub-weight corresponding to the first driving force and the sixth sub-weight corresponding to the second driving force according to the acceleration;

[0119] Based on a preset fusion factor, fuse the first sub-weight, the third sub-weight, and the fifth sub-weight to obtain the first weight;

[0120] Based on a preset fusion factor, fuse the second sub-weight, the fourth sub-weight, and the sixth sub-weight to obtain the second weight.

[0121] In some embodiments, the first fusion factor associated with the working mode is greater than the second fusion factor associated with the acceleration, and the second fusion factor is greater than the third fusion factor associated with the speed.

[0122] In some embodiments, the speed is positively correlated with the fourth sub-weight, and the acceleration is positively correlated with the sixth sub-weight.

[0123] In some embodiments, the first determination module 601 is configured to:

[0124] Based on the working mode at the current moment, determine the wheel angle corresponding to the steering wheel angle at the current moment, the driving torque corresponding to the accelerator pedal stroke at the current moment, and the braking torque corresponding to the brake pedal stroke at the current moment;

[0125] Input the wheel angle, the driving torque, the braking torque, the sensor signals collected at the current moment, and the target driving force corresponding to the second moment into the vehicle's corresponding dynamic model to obtain the first motion state, where the second moment is the moment before the current moment when the target driving force is determined;

[0126] Predict the second motion state corresponding to the first moment according to the first motion state and the third motion state corresponding to the historical moment.

[0127] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0128] The control device of the vehicle suspension according to an embodiment of the present disclosure determines the first motion state corresponding to the vehicle at the current moment and the second motion state corresponding to the vehicle at the first moment. Then, according to the first motion state, the first driving force corresponding to the vehicle is determined; according to the second motion state, the second driving force corresponding to the vehicle is determined. Furthermore, according to the first driving force and the second driving force, the target driving force corresponding to the vehicle at the current moment is determined. Finally, based on the target driving force, the vehicle suspension is controlled. Thus, the driving force that should be applied to the vehicle suspension at present can be determined by combining the motion state of the vehicle at the current moment and the motion state at a certain future moment, so that the attitude change of the vehicle at a certain future moment can be suppressed in advance, making the vehicle more stable during driving.

[0129] Figure 7 FIG. 4 is a block diagram of a vehicle 700 shown according to an exemplary embodiment. For example, the vehicle 700 may be a hybrid vehicle, or a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 700 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0130] Referring to Figure 7 , the vehicle 700 may include various subsystems. For example, the infotainment system 710, the perception system 720, the decision control system 730, the drive system 740, and the computing platform 750. Among them, the vehicle 700 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 700 may be interconnected by wired or wireless means.

[0131] In some embodiments, the infotainment system 710 may include a communication system, an entertainment system, and a navigation system, etc. The perception system 720 may include several sensors for sensing information about the environment around the vehicle 700. For example, the perception system 720 may include a global positioning system (the global positioning system may be a GPS system, or a Beidou system, or other positioning systems), an inertial measurement unit (IMU), a lidar, a millimeter wave radar, an ultrasonic radar, and a camera device.

[0132] The decision control system 730 may include a computing system, a vehicle controller, a steering system, an accelerator, and a braking system. The drive system 740 may include components that provide power motion for the vehicle 700. In one embodiment, the drive system 740 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine can convert the energy provided by the energy source into mechanical energy.

[0133] Some or all functions of vehicle 700 are controlled by computing platform 750. Computing platform 750 may include at least one processor 751 and a memory 752. Processor 751 may execute instructions 753 stored in memory 752.

[0134] Processor 751 may be any conventional processor, such as a commercially available CPU. The processor may also include, for example, a Graphic Process Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0135] Memory 752 may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Read Only Memory (PROM), Read Only Memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk.

[0136] In addition to instructions 753, memory 752 may also store data, such as road maps, route information, data on the position, direction, speed, etc. of the vehicle. The data stored in memory 752 can be used by computing platform 750. In an embodiment of the present disclosure, processor 751 may execute instructions 753 to complete all or part of the steps of the above-described method for controlling a vehicle suspension.

[0137] The present disclosure also provides a computer-readable storage medium having computer program instructions stored thereon, and when the program instructions are executed by a processor, the steps of the method for controlling a vehicle suspension provided by the present disclosure are implemented.

[0138] In addition, the word "exemplary" is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, the word exemplary is intended to present concepts in a concrete fashion. As used herein, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or". That is, unless specified otherwise, or clear from the context, "X applies A or B" is intended to mean any of the natural inclusive permutations. That is, if X applies A; X applies B; or X applies both A and B, then "X applies A or B" is satisfied under any of the foregoing instances. Additionally, unless specified otherwise or clear from the context that it refers to the singular form, the articles "a" and "an" as used in this application and the appended claims are generally understood to mean "one or more".

[0139] Likewise, although the present disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art upon reading and understanding this specification and the drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. Specifically with respect to the various functions performed by the components described above (e.g., elements, resources, etc.), unless otherwise indicated, the terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if not structurally equivalent to the disclosed structure. Additionally, although a particular feature of the present disclosure may have been disclosed with respect to only one of several implementations, such a feature may, as may be desired and advantageous for any given or particular application, be combined with one or more other features of other implementations. Further, with respect to the use of "comprising", "having", "including", "contains", or variants thereof in the detailed description or claims, such terms are intended to be inclusive in a manner similar to the term "including".

[0140] Other embodiments of the present disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include known in the art or conventional technical means not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of the present disclosure are pointed out by the following claims.

[0141] It should be understood that the present disclosure is not limited to the exact structures described above and shown in the drawings, and various modifications and changes may be made without departing from its scope. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A method for controlling a vehicle suspension, characterized in that: include: Determine a first motion state of the vehicle corresponding to a current moment and a second motion state corresponding to a first moment, wherein the first moment is after the current moment; Determining a first driving force corresponding to the vehicle according to the first motion state; determining a second actuating force corresponding to the vehicle according to the second motion state; Determining a target driving force corresponding to the vehicle at the current moment according to the first driving force and the second driving force; Based on the target actuating force, a vehicle suspension is controlled.

2. The method according to claim 1, characterized in that The method further comprises: The target force is adjusted according to the sensor signal at the current moment.

3. The method according to claim 2, characterized in that The sensor signal includes wheel end acceleration, and the target force is adjusted according to the sensor signal at the current moment, including: Determining an amplitude threshold corresponding to the target actuating force according to the wheel end acceleration; When the amplitude corresponding to the target actuating force is greater than the amplitude threshold, the amplitude of the target actuating force is adjusted to the amplitude threshold.

4. The method according to claim 1, characterized in that: The sensor signal includes an attitude angular velocity, and the adjusting the target force according to the sensor signal at the current moment includes: According to the attitude angular velocity, the change rate corresponding to the target actuation force is adjusted.

5. The method according to claim 4, characterized in that The attitude angular velocity is positively correlated with the change rate.

6. The method according to claim 1, characterized in that The method further comprises: Determining a time interval according to an operating mode corresponding to the vehicle at a current moment; The first time is determined based on the time interval and the current time.

7. The method according to any one of claims 1 to 6, characterized in that: The determining, according to the first driving force and the second driving force, a target driving force corresponding to the vehicle at the current moment, includes: Determine driving data corresponding to the vehicle at a current moment, wherein the driving data includes at least one of a working mode, a speed, and an acceleration; The target driving force is determined according to the driving data, the first driving force, and the second driving force.

8. The method according to claim 7, characterized in that The step of determining the target actuating force according to the driving data, the first actuating force, and the second actuating force includes: determining, according to the driving data, a first weight corresponding to the first actuating force and a second weight corresponding to the second actuating force; Based on the first weight and the second weight, the first actuating force and the second actuating force are fused to obtain the target actuating force.

9. The method according to claim 8, characterized in that The determining, according to the driving data, a first weight corresponding to the first actuating force and a second weight corresponding to the second actuating force comprises: According to the working mode, determining a first sub-weight corresponding to the first actuating force and a second sub-weight corresponding to the second actuating force; Determine, according to the speed, a third sub-weight corresponding to the first actuating force and a fourth sub-weight corresponding to the second actuating force; determining, according to the acceleration, a fifth sub-weight corresponding to the first actuating force and a sixth sub-weight corresponding to the second actuating force; Based on a preset fusion factor, the first sub-weight, the third sub-weight, and the fifth sub-weight are fused to obtain the first weight; Based on the preset fusion factor, the second sub-weight, the fourth sub-weight, and the sixth sub-weight are fused to obtain the second weight.

10. The method according to claim 9, characterized in that A first fusion factor associated with the working mode is greater than a second fusion factor associated with the acceleration, and the second fusion factor is greater than a third fusion factor associated with the speed.

11. The method according to claim 9, characterized in that The speed is positively correlated with the fourth sub-weight, and the acceleration is positively correlated with the sixth sub-weight.

12. The method according to any one of claims 1 to 6, characterized in that: The determining of the first motion state corresponding to the vehicle at the current moment and the second motion state corresponding to the first moment includes: Based on the working mode at the current moment, determining the wheel angle corresponding to the steering wheel angle at the current moment, the driving torque corresponding to the acceleration pedal stroke at the current moment, and the braking torque corresponding to the brake pedal stroke at the current moment; Inputting the wheel angle, the driving torque, the braking torque, the sensor signal collected at the current moment, and the target actuating force corresponding to the second moment into a dynamic model corresponding to the vehicle to obtain the first motion state, wherein the second moment is a moment before the current moment when the target actuating force is determined; A second motion state corresponding to the first moment is predicted based on the first motion state and the third motion state corresponding to the historical moment.

13. A vehicle suspension control method and device, characterized in that: The device comprises: A first determination module, configured to determine a first motion state of the vehicle corresponding to a current moment and a second motion state corresponding to a first moment, wherein the first moment is after the current moment; A second determination module, configured to determine a first driving force corresponding to the vehicle according to the first motion state; a third determining module, configured to determine a second driving force corresponding to the vehicle according to the second motion state; A fourth determination module, configured to determine a target actuation force corresponding to the vehicle at the current moment according to the first actuation force and the second actuation force; A control module is used to control the vehicle suspension based on the target actuating force.

14. A vehicle, characterized in that: include: processor; A memory for storing processor-executable instructions; wherein the processor is configured to: implement the steps of the method described in any one of claims 1-12.

15. A non-transitory computer-readable storage medium, when the instructions in the storage medium are executed by a processor of a mobile terminal, the mobile terminal is enabled to perform the steps of the method according to any one of claims 1 to 12.

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