Vehicle suspension control methods, devices, vehicles, and storage media

Abstract

This disclosure discloses a method, device, vehicle, and storage medium for controlling vehicle suspension, relating to the field of vehicle control technology. The method includes: determining a first motion state of the vehicle at the current moment and a second motion state at the same time, wherein the first moment is after the current moment; determining a first action force corresponding to the vehicle based on the first motion state; determining a second action force corresponding to the vehicle based on the second motion state; determining a target action force corresponding to the vehicle at the current moment based on the first and second action forces; and controlling the vehicle suspension based on the target action force. Therefore, by combining the vehicle's motion state at the current moment and its motion state at a future moment, the action force to be applied to the vehicle suspension can be determined, thereby suppressing attitude changes of the vehicle at a future moment in advance, making the vehicle more stable during driving.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and in particular to a vehicle suspension control method, device, vehicle, and storage medium. Background Technology

[0002] The vehicle suspension is a crucial structural and functional component of an automobile. It transmits forces and torques from the wheels to the vehicle body and cushions impacts from uneven road surfaces, ensuring smooth vehicle operation. Therefore, controlling the vehicle suspension to maintain vehicle stability during driving has become a key research focus. Summary of the Invention

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

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

[0005] Determine the first motion state of the vehicle at the current moment and the second motion state at the first moment, wherein the first moment is after the current moment;

[0006] Based on the first motion state, determine the first driving force corresponding to the vehicle;

[0007] Based on the second motion state, determine the second driving force corresponding to the vehicle;

[0008] Based on the first working force and the second working force, determine the target working force of the vehicle at the current moment;

[0009] The vehicle suspension is controlled based on the stated target.

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

[0011] The first determining module is used to determine the first motion state of the vehicle at the current moment and the second motion state at the first moment, wherein the first moment is located after the current moment;

[0012] The second determining module is used to determine the first driving force corresponding to the vehicle based on the first motion state;

[0013] The third determining module is used to determine the second action force corresponding to the vehicle based on the second motion state;

[0014] The fourth determining module is used to determine the target driving force of the vehicle at the current moment based on the first driving force and the second driving force;

[0015] The control module is used to control the vehicle suspension based on the target.

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

[0017] According to a fourth aspect 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 vehicle suspension control method as proposed in the first aspect of the present disclosure.

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

[0019] In this embodiment, a first motion state and a second motion state of the vehicle at the current moment are determined. Then, based on the first motion state, a first action force corresponding to the vehicle suspension is determined; based on the second motion state, a second action force corresponding to the vehicle is determined. Furthermore, based on the first and second action forces, a target action force corresponding to the vehicle at the current moment is determined. Finally, the vehicle suspension is controlled based on the target action force. Therefore, by combining the vehicle's current motion state and its motion state at a future moment, the action force to be applied to the vehicle suspension can be determined, thereby suppressing changes in the vehicle's attitude at a future moment 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 exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure:

[0022] Figure 1 This is a schematic flowchart illustrating a vehicle suspension control method according to some embodiments of this disclosure;

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

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

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

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

[0027] Figure 6 This is a schematic diagram of the structure of a vehicle suspension control device according to some embodiments of the present disclosure;

[0028] Figure 7 This is a functional block diagram of a vehicle illustrating an exemplary embodiment. Detailed Implementation

[0029] Some embodiments of this disclosure will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. Various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will become apparent upon understanding this disclosure. For example, the order of operations described herein is merely illustrative and is not limited to those orders set forth herein, but can be changed as will become apparent upon understanding this disclosure, except for operations that must be performed in a particular order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0030] The embodiments described in the following examples of this disclosure are not representative of all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0031] Figure 1 This is a flowchart illustrating a vehicle suspension control method according to some embodiments of the present disclosure, such as... Figure 1 As shown, the vehicle suspension control method used in the terminal includes the following steps:

[0032] Step 101: Determine the first motion state of the vehicle at the current moment and the second motion state at the first moment, wherein the first moment is after the current moment.

[0033] The first motion state may include the vehicle's speed, acceleration, attitude angle, etc. at the current moment.

[0034] The second motion state may include the vehicle's speed, acceleration, attitude angle, etc. at the first moment.

[0035] The time interval between the first moment and the current moment can be a preset duration, such as 0.5 seconds, 1 second, etc. This disclosure does not limit this.

[0036] In some embodiments, a time interval is determined based on the vehicle's operating mode at the current moment, and a first moment is determined based on the time interval and the current moment.

[0037] The working modes may include comfort mode, sports mode, etc. This disclosure does not limit this.

[0038] In some embodiments, the time interval for Comfort mode is shorter than that for Sport mode. This allows for more timely suppression of changes in vehicle posture in Sport mode, resulting in smoother vehicle operation. For example, the time interval for Comfort mode can be 200 milliseconds, 100 milliseconds, etc., while the time interval for Sport mode can be 0.5 seconds, 1 second, etc.

[0039] In some embodiments, the time interval can also be determined based on 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; the larger the absolute value of the difference between the acceleration and 0, the larger the time interval, thereby enabling more timely suppression of changes in vehicle attitude.

[0040] In some embodiments, based on the current working mode, the wheel angle corresponding to the steering wheel angle at the current moment, the driving torque corresponding to the current acceleration pedal travel, and the braking torque corresponding to the current brake pedal travel can be determined. Then, the wheel angle, the driving torque, the braking torque, the sensor signal collected at the current moment, and the target power corresponding to the second moment are input into the dynamic model corresponding to the vehicle to obtain the first motion state. Finally, based on 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] Wherein, the second moment is the moment when the previous determined target was the source of power for the current moment.

[0042] The sensor signals may include vehicle body acceleration and angular velocity, wheel speed, wheel-end acceleration, etc. In some embodiments, the sensor may be an inertial measurement unit (IMU), etc., but this disclosure does not limit it.

[0043] 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 the target force corresponding to the second moment, after acting on the vehicle suspension, will affect the vehicle's motion state at the current moment. Therefore, by combining the target 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 This is a flowchart illustrating the determination of a motion state according to an embodiment of this disclosure. Figure 2 As shown, the steering wheel angle, accelerator pedal travel, and brake pedal travel at the current moment are first obtained. Then, according to the characteristics corresponding to the current working mode, the steering wheel angle is converted into wheel angle, the accelerator pedal travel is converted into driving torque, and the brake pedal travel is converted into braking torque. Sensor signals such as vehicle acceleration and angular velocity, wheel speed, and wheel end acceleration are obtained, and the target at the second moment is used as the power source. The actual wheel angle, driving torque, braking torque, sensor signals, and the target at the second moment are input into the pre-built vehicle dynamics model to obtain the first motion state corresponding to the current moment.

[0046] Subsequently, based on the operating mode, the first moment is determined. Using the motion state estimator and combining the system state output from the vehicle dynamics model, the second motion state corresponding to the first moment is predicted. The system state can be the first motion state of the vehicle at the current moment and the third motion state corresponding to historical moments.

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

[0048] Step 102: Determine the first driving force corresponding to the vehicle based on the first motion state.

[0049] The action force can be a force generated autonomously by the vehicle suspension to counteract inertia, thereby enabling the vehicle to travel smoothly. In some embodiments, the action force can also be referred to as the active force. This disclosure does not limit this.

[0050] In some embodiments, the vehicle suspension may be an active suspension or the like. This disclosure does not limit this.

[0051] In some embodiments, the relative motion relationships between various components of the vehicle can be described by a vehicle dynamics model. Then, based on the first motion state of the vehicle and the dynamics model, the deformation and motion state of the vehicle suspension can be calculated, thereby determining the first action force that the vehicle suspension needs to apply.

[0052] In some embodiments, a vehicle suspension control algorithm can be used to calculate the first action force that the vehicle suspension needs to apply based on the vehicle's first motion state (vehicle speed, acceleration, attitude angle, etc.). This vehicle suspension control algorithm can be a roof damping control algorithm, a floor damping control algorithm, etc. This disclosure does not limit this approach.

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

[0054] The specific implementation of step 103 is the same as that of step 102. It will not be described in detail here.

[0055] Step 104: Determine the target driving force of the vehicle at the current moment based on the first driving force and the second driving force.

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

[0057] In some embodiments, a first weight corresponding to the first action force and a second weight corresponding to the second action force can be determined first. Then, based on the first weight and the second weight, the first action force and the second action force are fused to obtain the target action force. The first weight and the second weight can be obtained in advance through experiments.

[0058] Step 105: Based on the target, control the vehicle suspension.

[0059] In this embodiment of the disclosure, after the target driving force is determined, the vehicle suspension can be controlled to generate the target driving force to counteract the inertia of the vehicle, thereby enabling the vehicle to drive smoothly.

[0060] In this embodiment, a first motion state and a second motion state of the vehicle at the current moment are determined. Then, a first action force corresponding to the vehicle is determined based on the first motion state; a second action force is determined based on the second motion state; furthermore, a target action force corresponding to the vehicle at the current moment is determined based on the first and second action forces; finally, the vehicle suspension is controlled based on the target action force. Therefore, by combining the vehicle's current motion state and its motion state at a future moment, the action force to be applied to the vehicle suspension can be determined, thereby suppressing changes in the vehicle's attitude at a future moment and making the vehicle more stable during driving.

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

[0062] Step 301: Determine the first motion state of the vehicle at the current moment and the second motion state at the first moment, wherein the first moment is after the current moment.

[0063] Step 302: Determine the first driving force corresponding to the vehicle based on the first motion state.

[0064] Step 303: Determine the second driving force corresponding to the vehicle based on the second motion state.

[0065] The specific implementation of steps 301 to 303 can be found in the detailed descriptions of other embodiments in this disclosure, and will not be repeated here.

[0066] Step 304: Determine the vehicle's driving data at the current moment, wherein the driving data includes at least one of the following: operating mode, speed, and acceleration.

[0067] Step 305: Determine the target working power based on the driving data, the first working power, and the second working power.

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

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

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

[0071] In some embodiments, speed is positively correlated with the fourth sub-weight. The faster the speed, the greater the ratio of the fourth sub-weight to the third sub-weight.

[0072] In some embodiments, acceleration is positively correlated with the sixth sub-weight. The larger 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 operating mode, a second fusion factor associated with acceleration, and a third fusion factor associated with speed. Thus, the first weight is determined as: first fusion factor * first sub-weight + second fusion factor * fifth sub-weight + third fusion factor * third sub-weight; the second weight is determined as: first fusion factor * second sub-weight + second fusion factor * sixth sub-weight + third fusion factor * fourth sub-weight.

[0074] In some embodiments, a first weight and a second weight can be determined based on the vehicle's current operating mode. The first sub-weight is designated as the first weight, and the second sub-weight is designated as the second weight.

[0075] In some embodiments, a first weight and a second weight can be determined based on the vehicle's speed at the current moment. A third sub-weight is determined as the first weight, and a fourth sub-weight is determined as the second weight.

[0076] In some embodiments, the first and second weights can be determined based on the vehicle's acceleration 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, a first weight and a second weight can be determined based on the vehicle's current operating mode and speed. The first weight is: first fusion factor * first sub-weight + third fusion factor * third sub-weight, and the second weight is: first fusion factor * second sub-weight + third fusion factor * fourth sub-weight.

[0078] In some embodiments, a first weight and a second weight can be determined based on the vehicle's operating mode and acceleration at the current moment. The first weight is: first fusion factor * first sub-weight + second fusion factor * fifth sub-weight; the second weight is: first fusion factor * second sub-weight + second fusion factor * sixth sub-weight.

[0079] In some embodiments, the first weight and the second weight can be determined based on the vehicle's acceleration and velocity at the current moment. The first weight is: second fusion factor * fifth sub-weight + third fusion factor * third sub-weight; the second weight is: second fusion factor * sixth sub-weight + third fusion factor * fourth sub-weight.

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

[0081] Step 306: Based on the target, control the vehicle suspension.

[0082] In this embodiment, a first motion state and a second motion state of the vehicle at the current moment are determined. Then, based on the first motion state, a first action force corresponding to the vehicle suspension is determined; based on the second motion state, a second action force corresponding to the vehicle suspension is determined. Furthermore, based on the first and second action forces, and according to at least one of the vehicle's operating mode, speed, and acceleration at the current moment, a first weight and a second weight corresponding to the second action force are determined. Based on the first and second weights, the first and second action forces are fused to obtain a target action force. Finally, the vehicle suspension is controlled based on the target action force. Therefore, based on at least one of the vehicle's operating mode, speed, and acceleration at the current moment, the first action force corresponding to the vehicle's motion state at the current moment and the second action force corresponding to the motion state at a future moment can be fused more accurately, thereby more accurately determining the target action force to be applied to the vehicle suspension, making the vehicle more stable during driving.

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

[0084] like Figure 4 As shown, after determining the target action force of the vehicle suspension at the current moment based on the first action force and the second action force, the target action force can also be adjusted based on the sensor signal at the current moment.

[0085] In some embodiments, the sensor signal includes wheel-end acceleration. The amplitude threshold corresponding to the target driving force can be determined based on the wheel-end acceleration. If the amplitude corresponding to 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 applying additional power may be ineffective. Limiting the application of power can prevent damage to the actuator or waste of energy.

[0087] In some embodiments, the sensor signal includes attitude angular velocity, and the rate of change of the target force can be adjusted according to the attitude angular velocity, thereby controlling the vehicle suspension to generate the target force at the rate of change. This avoids sudden changes in target force that could cause a sudden impact on the vehicle, thus further improving vehicle stability.

[0088] In some embodiments, the attitude angular velocity and the rate of change are positively correlated. When the attitude angular velocity is relatively small, the rate of change is also relatively small, thus avoiding a large impact on the vehicle. When the attitude angular velocity is relatively large, the rate of change is also relatively large, thus enabling the vehicle to reach the target for propulsion more quickly and suppress the vehicle's attitude in a timely manner.

[0089] Figure 5 This is a flowchart illustrating a vehicle suspension control method according to some embodiments of the present disclosure. Figure 5 As shown, the system first acquires the current steering wheel angle, accelerator pedal travel, brake pedal travel, operating mode, and sensor signals such as vehicle acceleration, angular velocity, wheel speed, and wheel-end acceleration measured by onboard sensors. Then, the steering wheel angle, accelerator pedal travel, brake pedal travel, operating mode, and sensor signals are input into the vehicle model to obtain the first and second driving forces corresponding to the current moment. The processing logic of the vehicle model can be as follows: Figure 2 As shown, further details will not be elaborated here.

[0090] Next, the first and second driving forces corresponding to the current moment, sensor information, and operating mode are input into the suspension control module to obtain the target driving force. Finally, based on the target driving force, the vehicle suspension is controlled. The processing logic of the suspension control module can be as follows: Figure 4 As shown, further details will not be elaborated here.

[0091] To achieve the above embodiments, this disclosure also proposes a vehicle suspension control device.

[0092] Figure 6 This is a block diagram illustrating a vehicle suspension control device according to some embodiments of the present disclosure. (Refer to...) Figure 6 The device includes:

[0093] The first determining module 601 is used to determine the first motion state of the vehicle at the current moment and the second motion state at the first moment, wherein the first moment is after the current moment;

[0094] The second determining module 602 is used to determine the first driving force corresponding to the vehicle based on the first motion state;

[0095] The third determining module 603 is used to determine the second action force corresponding to the vehicle based on the second motion state;

[0096] The fourth determining module 604 is used to determine the target driving force of the vehicle at the current moment based on the first driving force and the second driving force;

[0097] The control module 605 is used to control the vehicle suspension based on the target power.

[0098] In some embodiments, an adjustment module is further included, for:

[0099] Adjust the target's power based on the sensor signals at the current moment.

[0100] In some embodiments, an adjustment module is further included, for:

[0101] Based on the wheel-end acceleration, determine the amplitude threshold corresponding to the target's dynamic force;

[0102] If the amplitude of the target's action force is greater than the amplitude threshold, the amplitude of the target's action force will be adjusted to the amplitude threshold.

[0103] In some embodiments, an adjustment module is further included, for:

[0104] Adjust the rate of change of the target's dynamic force according to the attitude angular velocity.

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

[0106] In some embodiments, a fifth determining module is further included, configured to:

[0107] The time interval is determined based on the vehicle's current operating mode.

[0108] The first moment is determined based on the time interval and the current moment.

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

[0110] Determine the vehicle's driving data at the current moment, wherein the driving data includes at least one of the following: operating mode, speed, and acceleration;

[0111] Based on driving data, the first working power, and the second working power, the target working power is determined.

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

[0113] Based on the driving data, determine the first weight corresponding to the first power and the second weight corresponding to the second power.

[0114] Based on the first weight and the second weight, the first action force and the second action force are fused to obtain the target action force.

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

[0116] Based on the working mode, determine the first sub-weight corresponding to the first working power and the second sub-weight corresponding to the second working power.

[0117] Based on the speed, determine the third sub-weight corresponding to the first action power and the fourth sub-weight corresponding to the second action power;

[0118] Based on acceleration, determine the fifth sub-weight corresponding to the first action force and the sixth sub-weight corresponding to the second action force;

[0119] 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;

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

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

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

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

[0124] Based on the current working mode, determine the wheel angle corresponding to the current steering wheel angle, the driving torque corresponding to the current acceleration pedal travel, and the braking torque corresponding to the current brake pedal travel.

[0125] The wheel rotation angle, driving torque, braking torque, sensor signals collected at the current moment, and the target power corresponding to the second moment are input into the dynamic model corresponding to the vehicle to obtain the first motion state. The second moment is the moment when the target power is determined before the current moment.

[0126] Based on the first motion state and the third motion state corresponding to the historical moment, predict the second motion state corresponding to the first moment.

[0127] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0128] The vehicle suspension control device of this embodiment determines a first motion state of the vehicle at the current moment and a second motion state at the same time. Then, based on the first motion state, it determines a first action force corresponding to the vehicle; based on the second motion state, it determines a second action force corresponding to the vehicle; furthermore, based on the first and second action forces, it determines a target action force corresponding to the vehicle at the current moment; and finally, based on the target action force, it controls the vehicle suspension. Therefore, by combining the vehicle's current motion state and its motion state at a future moment, the action force to be applied to the vehicle suspension can be determined, thereby suppressing changes in the vehicle's attitude at a future moment in advance, making the vehicle more stable during driving.

[0129] Figure 7 This is a block diagram illustrating a vehicle 700 according to an exemplary embodiment. For example, vehicle 700 can be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicle. Vehicle 700 can be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0130] Reference Figure 7 The vehicle 700 may include various subsystems, such as an infotainment system 710, a perception system 720, a decision control system 730, a drive system 740, and a computing platform 750. The vehicle 700 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and each component of the vehicle 700 can be interconnected via wired or wireless means.

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

[0132] The decision control system 730 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system. The drive system 740 may include components that provide power to 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 internal combustion engines, electric motors, and compressed air engines. The engine is capable of converting energy provided by the energy source into mechanical energy.

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

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

[0135] The memory 752 can 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 storage, flash memory, magnetic disk or optical disk.

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

[0137] This disclosure also provides a computer-readable storage medium having stored thereon computer program instructions that, when executed by a processor, implement the steps of the vehicle suspension control method provided in this disclosure.

[0138] Furthermore, the term “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 compared to other aspects or designs. Rather, the use of the term “exemplary” is intended to present the concept in a concrete manner. As used herein, the term “or” is intended to mean an inclusive “or” rather than an exclusive “or.” That is, unless otherwise specified or clear from the context, “X applies A or B” is intended to mean any of the natural inclusive arrangements. That is, “X applies A or B” satisfies any of the foregoing instances if X applies A; X applies B; or both X applies A and B. Additionally, unless otherwise specified or clear from the context to refer 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] Similarly, although this 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 the specification and drawings. This disclosure includes all such modifications and variations and is limited only by the scope of the claims. In particular, with respect to the various functions performed by the components described above (e.g., elements, resources, etc.), unless otherwise indicated, the terminology used to describe such components is intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if structurally not equivalent to the disclosed structure. Furthermore, although specific features of this disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations, as may be desired and advantageous to any given or particular application. Moreover, with regard to the terms “comprising,” “owning,” “having,” “having,” or variations thereof as used 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 this 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 this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

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

Claims

1. A control method of a vehicle suspension, characterized by, The method comprises: determining a first motion state corresponding to a current time and a second motion state corresponding to a first time of the vehicle, wherein the first time is after the current time; calculating a first active force required by a suspension of the vehicle according to the first motion state, wherein the active force is a main active force generated by the suspension of the vehicle to resist an inertial force; calculating a second active force required by the suspension of the vehicle according to the second motion state; determining driving data corresponding to the current time of the vehicle, wherein the driving data comprises an operating mode, a speed and an acceleration; determining a first weight corresponding to the first active force and a second weight corresponding to the second active force according to the driving data; fusing the first active force and the second active force based on the first weight and the second weight to obtain a target active force corresponding to the current time of the vehicle; controlling the suspension of the vehicle based on the target active force.

2. The method of claim 1, wherein, The method further comprises: adjusting the target active force according to a sensor signal of the current time.

3. The method of claim 2, wherein, The sensor signal comprises a wheel-end acceleration, and the adjusting of the target active force according to the sensor signal of the current time comprises: determining an amplitude threshold corresponding to the target active force according to the wheel-end acceleration; adjusting an amplitude of the target active force to the amplitude threshold in a case where an amplitude corresponding to the target active force is greater than the amplitude threshold.

4. The method of claim 2, wherein, The sensor signal comprises an attitude angular velocity, and the adjusting of the target active force according to the sensor signal of the current time comprises: adjusting a change rate corresponding to the target active force according to the attitude angular velocity.

5. The method of claim 4, wherein, The attitude angular velocity and the change rate are in a positive correlation.

6. The method of claim 1, wherein, The method further comprises: determining a time interval according to the operating mode of the vehicle corresponding to the current time; determining the first time 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 of the first weight corresponding to the first active force and the second weight corresponding to the second active force according to the driving data comprises: determining a first sub-weight corresponding to the first active force and a second sub-weight corresponding to the second active force according to the operating mode; determining a third sub-weight corresponding to the first active force and a fourth sub-weight corresponding to the second active force according to the speed; determining a fifth sub-weight corresponding to the first active force and a sixth sub-weight corresponding to the second active force according to the acceleration; fusing the first sub-weight, the third sub-weight and the fifth sub-weight based on a preset fusion factor to obtain the first weight; fusing the second sub-weight, the fourth sub-weight and the sixth sub-weight based on the preset fusion factor to obtain the second weight.

8. The method of claim 7, wherein, A first fusion factor associated with the operating 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.

9. The method of claim 7, wherein, The speed and the fourth sub-weight are in a positive correlation, and the acceleration and the sixth sub-weight are in a positive correlation.

10. The method of any one of claims 1-6, wherein, The determining the first motion state corresponding to the current time and the second motion state corresponding to the first time comprises: determining the wheel angle corresponding to the steering wheel angle at the current time, the driving torque corresponding to the accelerator pedal stroke at the current time, and the brake torque corresponding to the brake pedal stroke at the current time based on the working mode at the current time; inputting the wheel angle, the driving torque, the brake torque, the sensor signal collected at the current time, and the target actuating force corresponding to the second time into the dynamics model corresponding to the vehicle to obtain the first motion state, wherein the second time is a time at which the target actuating force is determined before the current time; predicting the second motion state corresponding to the first time according to the first motion state and the third motion state corresponding to the historical time.

11. A control device for a vehicle suspension, characterized by The device comprises: a first determining module configured to determine the first motion state corresponding to the current time and the second motion state corresponding to the first time, wherein the first time is after the current time; a second determining module configured to calculate the first actuating force required by the vehicle suspension according to the first motion state, wherein the actuating force is an active force generated by the vehicle suspension to counteract the inertial force; a third determining module configured to calculate the second actuating force required by the vehicle suspension according to the second motion state; a fourth determining module configured to determine the driving data corresponding to the current time, wherein the driving data comprises the working mode, the speed, and the acceleration; determine the first weight corresponding to the first actuating force and the second weight corresponding to the second actuating force according to the driving data; and fuse the first actuating force and the second actuating force based on the first weight and the second weight to obtain the target actuating force corresponding to the current time of the vehicle; a control module configured to control the vehicle suspension based on the target actuating force.

12. A vehicle characterized by comprising: comprises: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to implement the steps of the method of any one of claims 1-10.

13. A non-transitory computer-readable storage medium, when instructions in the storage medium are executed by a processor of a mobile terminal, enabling the mobile terminal to perform the steps of the method of any one of claims 1-10.

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