Vehicle control method and device, electronic equipment and readable medium

Abstract

The invention provides a vehicle control method and device, electronic equipment and a readable medium, and the method comprises the steps: obtaining the motion state information of a vehicle, and judging whether the vehicle runs stably or not; if the vehicle runs unstably, determining a target stable moment corresponding to the target stable state of the vehicle based on the motion state information; determining a suspension force distribution strategy of the target steady moment; according to a suspension force distribution strategy, the target stable torque is distributed, and at least one target suspension force of the vehicle is obtained; at least one target suspension force of the vehicle is adopted for torque compensation of the vehicle, it is guaranteed that the vehicle runs stably, and the riding comfort of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle control method, device, electronic equipment and readable medium. Background Art

[0002] In the related art, during the driving process of the vehicle, the vehicle may experience unstable movement, which affects the driving comfort of the vehicle.

[0003] During the driving process of the vehicle, if the vehicle has unstable movement, there is a problem that the unstable movement of the vehicle cannot be adjusted, and it is difficult to ensure the driving comfort of the vehicle. Summary of the invention

[0004] The present invention provides a vehicle control method, device, electronic device and computer-readable storage medium to solve the problem that if a vehicle has unstable movement, the unstable movement of the vehicle cannot be adjusted and it is difficult to ensure the driving comfort of the vehicle.

[0005] An embodiment of the present invention discloses a vehicle control method, comprising:

[0006] Obtaining the motion state information of the vehicle to determine whether the vehicle is running smoothly;

[0007] If the vehicle is not running smoothly, determining a target stable torque corresponding to a target stable state for the vehicle to reach based on the motion state information;

[0008] Determining a suspension force distribution strategy for the target stabilizing moment;

[0009] Distributing the target stabilization torque according to the suspension force distribution strategy to obtain at least one target suspension force of the vehicle;

[0010] At least one target suspension force of the vehicle is used to moment compensate the vehicle.

[0011] Optionally, the acquiring the motion state information of the vehicle and judging whether the vehicle is running smoothly includes:

[0012] Based on the motion state information, the tilt state of the vehicle in a preset direction is detected to determine whether the vehicle is running smoothly.

[0013] Optionally, the target stability torque includes a target anti-rolling torque; the preset direction is lateral; if the vehicle is not running smoothly, determining the target stability torque corresponding to the vehicle reaching a target stable state based on the motion state information includes:

[0014] Determining a roll moment of the vehicle based on the motion state information;

[0015] The target anti-roll moment is determined based on the roll moment and a preset first gain coefficient.

[0016] Optionally, the motion state information includes at least one of a steering wheel angle, a steering wheel angle velocity and a driving speed of the vehicle, and also includes a sprung mass and / or a roll radius; the roll radius is a vertical distance between a center of mass of the vehicle and a roll center of the vehicle tilted in a lateral direction; and determining the roll moment of the vehicle based on the motion state information includes:

[0017] determining a lateral acceleration of the vehicle based on at least one of the steering wheel angle, the steering wheel angle velocity, and the driving speed;

[0018] The roll moment is determined using the lateral acceleration and at least one of the sprung mass and the roll radius.

[0019] Optionally, the target stabilization torque includes a target anti-pitch torque; the preset direction is the longitudinal direction; if the vehicle is not running smoothly, determining the target stabilization torque corresponding to the vehicle reaching a target stable state based on the motion state information includes:

[0020] Based on the motion state information, determining a pitch moment of the vehicle;

[0021] The target anti-pitch moment is determined based on the pitch moment and a preset second gain coefficient.

[0022] Optionally, the motion state information includes at least one of the vehicle's running speed, accelerator pedal opening, and brake master cylinder pressure, and also includes sprung mass and / or pitch radius; the pitch radius is a vertical distance between the center of mass of the vehicle and a pitch center of the vehicle tilted in the longitudinal direction; determining the pitch moment of the vehicle based on the motion state information includes:

[0023] determining a longitudinal acceleration of the vehicle based on at least one of the driving speed, the accelerator pedal opening, and the master cylinder pressure;

[0024] The pitching moment is determined using the longitudinal acceleration and at least one of the sprung mass and the pitch radius.

[0025] Optionally, the target stabilization torque is distributed according to the suspension force distribution strategy to obtain at least one target suspension force of the vehicle, including:

[0026] determining an initial suspension force of the vehicle within a preset value range of the target suspension force;

[0027] Based on a preset gradient descent method, the initial suspension force is updated along a negative gradient direction to obtain the target suspension force.

[0028] Optionally, the suspension force distribution strategy includes at least one cost function; the parameters in the cost function include the target stabilization torque and the target suspension force; the updating of the initial suspension force along the negative gradient direction based on the preset gradient descent method to obtain the target suspension force includes:

[0029] Taking partial derivative of the target suspension force based on the cost function to obtain a partial derivative expression corresponding to the target suspension force;

[0030] Based on the partial derivative expression, the initial suspension force is updated along the negative gradient direction to obtain the target suspension force.

[0031] Optionally, updating the initial suspension force along the negative gradient direction to obtain the target suspension force includes:

[0032] updating the initial suspension force along the negative gradient direction according to a preset step length to obtain an updated suspension force;

[0033] If the updated suspension force satisfies a preset gradient condition, taking the updated suspension force as the target suspension force;

[0034] If the updated suspension force does not satisfy the preset gradient condition, the updated suspension force is used as the initial suspension force, and the step of updating the initial suspension force is repeatedly performed until the target suspension force is obtained.

[0035] Optionally, the preset gradient condition includes: using the partial derivative expression to determine the partial derivative corresponding to the updated suspension force, and when the partial derivative is less than a preset threshold, the updated suspension force satisfies the preset gradient condition.

[0036] The embodiment of the present invention further discloses a vehicle control device, comprising:

[0037] An information acquisition module is used to acquire the motion state information of the vehicle and determine whether the vehicle is running smoothly;

[0038] a target stable torque determination module, configured to determine a target stable torque corresponding to a target stable state of the vehicle based on the motion state information if the vehicle is not running smoothly;

[0039] A strategy determination module, used to determine the suspension force distribution strategy of the target stable torque;

[0040] a distribution module, configured to distribute the target stabilization torque according to the suspension force distribution strategy to obtain at least one target suspension force of the vehicle;

[0041] A compensation module is used to perform torque compensation on the vehicle using at least one target suspension force of the vehicle.

[0042] Optionally, the information acquisition module includes:

[0043] The tilt detection submodule is used to detect the tilt state of the vehicle in a preset direction based on the motion state information to determine whether the vehicle is running smoothly.

[0044] Optionally, the target stabilization torque includes a target anti-rolling torque; the preset direction is lateral; and the target stabilization torque determination module includes:

[0045] A roll moment determination submodule, configured to determine the roll moment of the vehicle based on the motion state information;

[0046] The target anti-roll moment determination submodule is used to determine the target anti-roll moment based on the roll moment and a preset first gain coefficient.

[0047] Optionally, the motion state information includes at least one of a steering wheel angle, a steering wheel angle velocity and a driving speed of the vehicle, and also includes a sprung mass and / or a roll radius; the roll radius is a vertical distance between the center of mass of the vehicle and a roll center of the vehicle tilted in the lateral direction; the roll moment determination submodule includes:

[0048] a lateral acceleration determination unit, configured to determine a lateral acceleration of the vehicle based on at least one of the steering wheel angle, the steering wheel angle velocity, and the driving speed;

[0049] The roll moment determination unit is configured to determine the roll moment using the lateral acceleration and at least one of the sprung mass and the roll radius.

[0050] Optionally, the target stabilization torque includes a target anti-pitch torque; the preset direction is a longitudinal direction; and the target stabilization torque determination module includes:

[0051] A pitching moment determination submodule, configured to determine the pitching moment of the vehicle based on the motion state information;

[0052] The target anti-pitch moment determination submodule is used to determine the target anti-pitch moment based on the pitch moment and a preset second gain coefficient.

[0053] Optionally, the motion state information includes at least one of the vehicle's running speed, accelerator pedal opening, and brake master cylinder pressure, and also includes sprung mass and / or pitch radius; the pitch radius is a vertical distance between the center of mass of the vehicle and the pitch center of the vehicle tilted in the longitudinal direction; the pitch moment determination submodule includes:

[0054] a longitudinal acceleration determination unit, configured to determine the longitudinal acceleration of the vehicle based on at least one of the driving speed, the accelerator pedal opening, and the brake master cylinder pressure;

[0055] A pitching moment determination unit is configured to determine the pitching moment using the longitudinal acceleration and at least one of the sprung mass and the pitch radius.

[0056] Optionally, the allocation module includes:

[0057] an initial suspension force determination submodule, configured to determine an initial suspension force of the vehicle within a preset numerical range of the target suspension force;

[0058] The updating submodule is used to update the initial suspension force along the negative gradient direction based on a preset gradient descent method to obtain the target suspension force.

[0059] Optionally, the suspension force distribution strategy includes at least one cost function; the parameters in the cost function include the target stabilization moment and the target suspension force; the update submodule includes:

[0060] A partial derivative expression obtaining unit, used for obtaining a partial derivative of the target suspension force based on the cost function to obtain a partial derivative expression corresponding to the target suspension force;

[0061] The target suspension force obtaining unit is used to update the initial suspension force along the negative gradient direction based on the partial derivative expression to obtain the target suspension force.

[0062] Optionally, the target suspension force obtaining unit includes:

[0063] An updating subunit, used for updating the initial suspension force along the negative gradient direction according to a preset step length to obtain an updated suspension force;

[0064] The target suspension force is used as a subunit, and is used to use the updated suspension force as the target suspension force if the updated suspension force satisfies a preset gradient condition;

[0065] The repeatedly executing subunit is used for taking the updated suspension force as the initial suspension force and repeatedly executing the step of updating the initial suspension force if the updated suspension force does not meet the preset gradient condition, until the target suspension force is obtained.

[0066] Optionally, the preset gradient condition includes: using the partial derivative expression to determine the partial derivative corresponding to the updated suspension force, and when the partial derivative is less than a preset threshold, the updated suspension force satisfies the preset gradient condition.

[0067] The embodiment of the present invention further discloses an electronic device, comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus;

[0068] The memory is used to store computer programs;

[0069] The processor is used to implement the method described in the embodiment of the present invention when executing the program stored in the memory.

[0070] The embodiment of the present invention further discloses one or more computer-readable media on which instructions are stored. When executed by one or more processors, the processors execute the method as described in the embodiment of the present invention.

[0071] The embodiments of the present invention include the following advantages:

[0072] In an embodiment of the present invention, the motion state information of the vehicle is obtained to determine whether the vehicle is driving smoothly; if the vehicle is driving unsteadily, based on the motion state information, a target stable torque corresponding to the target stable state of the vehicle is determined; a suspension force distribution strategy for the target stable torque is determined; according to the suspension force distribution strategy, the target stable torque is distributed to obtain at least one target suspension force of the vehicle; by using at least one target suspension force of the vehicle to perform torque compensation on the vehicle, the suspension force of the vehicle can be adjusted in real time to the corresponding target suspension force according to different road conditions and different driving states, thereby suppressing the unstable movement of the vehicle, ensuring the smooth driving of the vehicle, and improving the ride comfort of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] Figure 1 is a flow chart of steps of a vehicle control method provided in an embodiment of the present invention;

[0074] Figure 2 is a flowchart of another vehicle control method provided in an embodiment of the present invention;

[0075] Figure 3 is a flow chart of a vehicle control method provided in an embodiment of the present invention;

[0076] Figure 4 is a flow chart of another vehicle control method provided in an embodiment of the present invention;

[0077] Figure 5is a structural block diagram of a vehicle control device provided in an embodiment of the present invention;

[0078] Figure 6 is a block diagram of an electronic device provided in an embodiment of the present invention;

[0079] Figure 7 is a schematic diagram of a computer-readable medium provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0080] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0081] To facilitate understanding of the technical solutions and technical effects of the embodiments of the present invention, the relevant technologies of the present invention are briefly described below.

[0082] In the related art, during the driving process of a vehicle, the vehicle will have unstable movements, such as roll and pitch movements. Among them, the roll movement of the vehicle is generated during the turning process of the vehicle, and the vehicle body will also have a large roll angle when turning. During the driving process of the vehicle, due to the influence of vehicle acceleration and deceleration or uneven driving road surface, the axle load of the vehicle will be transferred between the front and rear axles of the vehicle, that is, the weight of the vehicle is redistributed between the front and rear axles, thereby causing the pitch movement of the vehicle.

[0083] The vehicle may include a suspension system. The suspension system mainly consists of three parts: a stiffness unit, a damping unit, and a guide mechanism. The stiffness unit may be a spring, and the damping unit may be a shock absorber. The suspension system includes three types: a passive suspension system, a semi-active suspension system, and an active suspension system.

[0084] The passive suspension system is a time-invariant system, which means that the stiffness of the stiffness unit and the damping coefficient of the damping unit in the passive suspension system are pre-set and will not change during the vehicle's driving. Therefore, the passive suspension system cannot adjust parameters such as stiffness and damping coefficient according to changes in vehicle driving conditions. It can only coordinate the requirements of various performances of the suspension system to a certain extent, and cannot adapt to changes in different driving conditions, and cannot meet the passengers' requirements for comfort.

[0085] The semi-active suspension system can suppress the roll movement of the vehicle body by adjusting the damping coefficient of the damping unit, thereby improving the comfort of passengers. However, due to the inherent physical characteristics of the shock absorber and the limitation of the damping force it can provide, the adjustment range of the damping coefficient of the semi-active suspension is limited. When the vehicle encounters a sharp turn or a road with large undulations during driving, the semi-active suspension system may not be able to quickly and accurately adjust the vehicle to the optimal state by adjusting the damping coefficient to ensure the comfort and smoothness of the vehicle driving.

[0086] In summary, during the driving process, if the vehicle has roll motion and / or pitch motion, the passive suspension system cannot actively adjust parameters such as stiffness and damping coefficient to control the roll motion and / or pitch motion of the vehicle. Although the semi-active suspension system can adjust the damping coefficient, due to the limited adjustment range, it may not be able to output the desired suspension active force, thereby affecting the control effect of the vehicle's roll and / or pitch motion, and there are problems such as slow response speed and low accuracy. It is impossible to perform advance control based on vehicle information to ensure the comfort and smoothness of vehicle driving.

[0087] In addition, when the vehicle turns and causes the vehicle to roll, if the body reaches a steady-state roll state, the semi-active suspension system's adjustment of the damping coefficient may not be able to further suppress the body roll angle and improve passenger comfort.

[0088] Reference Figure 1 , shows a flow chart of the steps of a vehicle control method provided in an embodiment of the present invention, which may specifically include the following steps:

[0089] Step 101, obtaining the motion state information of the vehicle to determine whether the vehicle is running smoothly;

[0090] In an embodiment of the present invention, during the driving process of the vehicle, the vehicle may experience unstable motion. Specifically, during the driving process of the vehicle, the motion state information of the vehicle may be obtained to determine whether the driving of the vehicle is stable based on the motion state information. The motion state information of the vehicle may include the steering wheel angle and / or driving speed of the vehicle.

[0091] In some embodiments of the present invention, the step of obtaining the motion state information of the vehicle and determining whether the vehicle is running smoothly includes:

[0092] Based on the motion state information, the tilt state of the vehicle in a preset direction is detected to determine whether the vehicle is running smoothly.

[0093] In the embodiment of the present invention, the motion state information may include a steering wheel angle of the vehicle.

[0094] In the embodiment of the present invention, during the driving process of the vehicle, the vehicle may tilt in the lateral direction, that is, the vehicle may have a roll motion. If the vehicle tilts in the lateral direction, it is confirmed that the driving of the vehicle is in an unstable state.

[0095] During the driving process of the vehicle, the vehicle can use the angle sensor to collect the steering wheel angle of the vehicle and determine whether the vehicle is in a turning state based on the steering wheel angle. If the vehicle is in a turning state, it is confirmed that the vehicle is tilted in the lateral direction, the vehicle has a roll motion, and the vehicle is driving unsteadily.

[0096] Step 102, if the vehicle is not running smoothly, determining a target stable torque corresponding to the vehicle reaching a target stable state based on the motion state information;

[0097] In an embodiment of the present invention, if the vehicle is not running smoothly, a target stable torque corresponding to the target stable state of the vehicle can be determined based on the vehicle's motion state information, wherein the target stable torque refers to the torque for adjusting the vehicle so that the vehicle maintains stable running.

[0098] In some embodiments of the present invention, the target stability torque includes a target anti-rolling torque; the preset direction is lateral; if the vehicle is not running smoothly, determining the target stability torque corresponding to the vehicle reaching the target stable state based on the motion state information includes:

[0099] Determining a roll moment of the vehicle based on the motion state information;

[0100] The target anti-roll moment is determined based on the roll moment and a preset first gain coefficient.

[0101] In the embodiment of the present invention, if the vehicle tilts in the lateral direction, the vehicle has a roll motion, and the vehicle is in an unstable state. The target stability moment includes a target anti-roll moment. The target anti-roll moment is used to adjust the vehicle in a roll state so that the vehicle can run smoothly.

[0102] If the vehicle rolls, the vehicle can determine the rolling moment of the vehicle based on the vehicle's motion state information. The rolling moment refers to the rolling moment generated by the lateral acceleration of the vehicle. Then, based on the rolling moment generated by the lateral acceleration of the vehicle and a preset first gain coefficient, the target anti-roll moment of the vehicle can be determined.

[0103] In some embodiments of the present invention, the motion state information includes at least one of a steering wheel angle, a steering wheel angle velocity, and a driving speed of the vehicle, and also includes a sprung mass and / or a roll radius; the roll radius is a vertical distance between the center of mass of the vehicle and a roll center of the vehicle tilted in the lateral direction; and determining the roll moment of the vehicle based on the motion state information includes:

[0104] determining a lateral acceleration of the vehicle based on at least one of the steering wheel angle, the steering wheel angle velocity, and the driving speed;

[0105] The roll moment is determined using the lateral acceleration and at least one of the sprung mass and the roll radius.

[0106] In an embodiment of the present invention, the motion state information of the vehicle includes at least one of the steering wheel angle, steering wheel angle velocity and driving speed of the vehicle, and also includes sprung mass and / or roll radius.

[0107] When the driver manipulates the steering wheel to turn the vehicle, the vehicle will roll and generate lateral acceleration. As the steering wheel angle increases, the front wheel angle of the vehicle increases, the lateral acceleration of the vehicle increases accordingly, and the vehicle's driving trajectory changes accordingly. When the vehicle's driving speed remains unchanged, the larger the steering wheel angle of the vehicle, the larger the front wheel angle, the smaller the turning radius of the vehicle, and the greater the lateral acceleration of the vehicle. When the driver manipulates the steering wheel to turn the vehicle, if the speed increases, this will intensify the centrifugal force of the vehicle, thereby increasing the lateral acceleration of the vehicle. When the driver manipulates the steering wheel to turn the vehicle, the steering wheel angular velocity will not directly affect the magnitude of the vehicle's lateral acceleration, but will affect the rate of change of the vehicle's lateral acceleration; the faster the steering wheel angular velocity, the greater the rate of change of the vehicle's front wheel angle, the faster the vehicle's driving trajectory changes, and therefore the rate of change of the lateral acceleration will also increase accordingly. It should be noted that the rate of change of the vehicle's lateral acceleration depends on the driver's manipulation habits and the dynamic performance of the vehicle.

[0108] Therefore, the lateral acceleration of the vehicle is associated with the steering wheel angle, the driving speed and the steering wheel angular velocity of the vehicle. In the embodiment of the present invention, an angular velocity sensor may be installed on the steering wheel shaft to collect the steering wheel angular velocity of the vehicle.

[0109] In the embodiment of the present invention, calibration can be performed in advance at different steering wheel angles, different driving speeds, and different steering wheel angular velocities to generate a relationship table between the steering wheel angle, driving speed, steering wheel angular velocity, and lateral acceleration of the vehicle, and then the lateral acceleration of the vehicle can be determined based on the steering wheel angle, steering wheel angular velocity, and driving speed of the vehicle by looking up the table. The formula for determining the lateral acceleration by looking up the table is as follows:

[0110] a y =lookup(sw,sws,v x )

[0111] Among them, a y is the lateral acceleration, sw is the steering wheel angle, sws is the steering wheel angular velocity, v x is the driving speed.

[0112] In the embodiment of the present invention, a roll dynamics model of the vehicle may be established. The roll dynamics model may be used as a calculation formula for the roll moment of the vehicle in the roll motion. The roll dynamics model is as follows:

[0113]

[0114] Among them, I Roll is the rolling moment of inertia of the vehicle, is the vehicle's roll angular acceleration, M R_ay is the rolling moment generated by the lateral acceleration of the vehicle, M R_G is the rolling moment caused by the vehicle's gravity, M R_u is the rolling moment generated by the unsprung mass of the vehicle, M Roll The rolling moment generated by the main force of the vehicle's suspension is the target anti-roll moment. The rolling moment of inertia of the vehicle refers to the measure of the inertial resistance of its mass distribution to the rotational motion when the vehicle rolls, and the sprung mass refers to the part of the total mass of the vehicle that is supported by the suspension system.

[0115] The calculation formula for the roll moment generated by the lateral acceleration of the vehicle and the roll moment generated by the gravity of the vehicle is as follows:

[0116]

[0117] Among them, m s is the sprung mass, a y is the lateral acceleration, h r is the height of the center of mass of the vehicle body relative to the roll center of the vehicle, that is, the roll radius, which refers to the vertical distance between the center of mass of the vehicle and the roll center of the vehicle in a roll state, g is the acceleration of gravity, is the roll angle of the vehicle.

[0118] In the embodiment of the present invention, when the vehicle is in a stable state, the target roll angle of the vehicle is 0, and thus the roll angle acceleration of the vehicle is also 0, that is, According to the calculation formula of the roll moment generated by the vehicle's gravity, the roll moment M generated by the vehicle's gravity is R_G is 0.

[0119] Furthermore, according to the calculation formula of the vehicle's roll moment, the target anti-roll moment is equal to the sum of the roll moment generated by the vehicle's lateral acceleration and the roll moment generated by the unsprung mass. Therefore, the calculation formula of the target anti-roll moment is as follows:

[0120] M Roll =M R_ay +M R_u

[0121] In the embodiment of the present invention, the roll moment generated by the unsprung mass is affected by tire parameters such as tire deformation and tire radial stiffness, and cannot be accurately obtained in real time. Therefore, the roll moment generated by the unsprung mass cannot be calculated. When calculating the target anti-roll moment, the embodiment of the present invention can compensate for the roll moment generated by the unsprung mass by adjusting the gain coefficient. The calculation formula for the target anti-roll moment can be:

[0122] M Roll =(1+kg Roll )M R_ay

[0123] Among them, kg Roll is the first gain coefficient, is a constant, and can be obtained through actual vehicle calibration according to the requirement for the target roll angle.

[0124] In the embodiment of the present invention, the sprung mass of the vehicle and the roll radius of the vehicle can be obtained. If the vehicle is in a roll state, the roll moment M generated by the lateral acceleration of the vehicle is obtained by using the sprung mass, lateral acceleration and roll radius. R_ay The calculation formula is used to calculate the roll moment generated by the lateral acceleration of the vehicle. Based on the roll moment generated by the lateral acceleration of the vehicle, the target anti-roll moment M is used. Roll The target anti-roll moment can be calculated according to the calculation formula.

[0125] Step 103, determining a suspension force distribution strategy of the target stable torque;

[0126] In the embodiment of the present invention, the target stabilizing moment may be a target anti-roll moment. A suspension force distribution strategy for the target anti-roll moment may be determined for the target anti-roll moment. The target anti-roll moment may be distributed using a cost function corresponding to the suspension force distribution strategy for the target anti-roll moment, so as to determine a target suspension force of at least one suspension in the active suspension system.

[0127] Step 104, distributing the target stabilization torque according to the suspension force distribution strategy to obtain at least one target suspension force of the vehicle;

[0128] In the embodiment of the present invention, according to the suspension force distribution strategy of the target anti-roll moment, the target anti-roll moment is distributed using the cost function corresponding to the suspension force distribution strategy of the target anti-roll moment, so that the target suspension force of at least one suspension in the active suspension system can be determined. It should be noted that the suspension force provided by the active suspension system has the characteristics of being adjustable and having a wide adjustment range during vehicle driving.

[0129] In some embodiments of the present invention, allocating the target stabilization torque according to the suspension force allocation strategy to obtain at least one target suspension force of the vehicle includes:

[0130] determining an initial suspension force of the vehicle within a preset value range of the target suspension force;

[0131] Based on a preset gradient descent method, the initial suspension force is updated along a negative gradient direction to obtain the target suspension force.

[0132] In the embodiment of the present invention, the target suspension force of each suspension has a preset value range. For example:

[0133] F d，FL ∈[F d,FL_low , F d,FL_high ]

[0134] F d，FR ∈[F d,FR_low , F d，FR_high ]

[0135] F d,RL ∈[F d,RL_low , F d,RL_high ]

[0136] F d，RR ∈[F d，RR_low , F d，RR_high ]

[0137] Among them, F d,FL Refers to the target suspension force of the suspension on the left side of the front wheel of the vehicle, F d,FR Refers to the target suspension force of the suspension on the right side of the front wheel of the vehicle, F d,RL Refers to the target suspension force of the suspension on the left side of the rear wheel of the vehicle, F d,RR Refers to the target suspension force of the suspension on the right side of the rear wheel of the vehicle; F d,FL-low and F d,FL-high They refer to the minimum and maximum target suspension forces of the suspension on the left side of the front wheel of the vehicle, respectively. d,FR-low and F d,FR-high Refers to the minimum and maximum values ​​of the target suspension force of the suspension on the right side of the front wheel of the vehicle, F d,RL-low and F d,RL-high Refers to the minimum and maximum values ​​of the target suspension force of the suspension on the left side of the rear wheel of the vehicle, F d,RR-low and F d,RR-high Refers to the minimum and maximum values ​​of the target suspension force of the suspension on the right side of the rear wheel of the vehicle.

[0138] In the embodiment of the present invention, the average value of the minimum value and the maximum value of the target suspension force of the suspension may be calculated, and the average value may be used as the initial suspension force of the suspension to obtain the initial suspension force of at least one suspension in the vehicle.

[0139] In the embodiment of the present invention, based on a preset gradient descent method, the initial suspension force is updated along the negative gradient direction, so that the target suspension force of at least one suspension in the active suspension system can be obtained.

[0140] In some embodiments of the present invention, the suspension force distribution strategy includes at least one cost function; the parameters in the cost function include the target stable moment and the target suspension force; the updating of the initial suspension force along the negative gradient direction based on the preset gradient descent method to obtain the target suspension force includes:

[0141] Taking partial derivative of the target suspension force based on the cost function to obtain a partial derivative expression corresponding to the target suspension force;

[0142] Based on the partial derivative expression, the initial suspension force is updated along the negative gradient direction to obtain the target suspension force.

[0143] In the embodiment of the present invention, if the unstable motion of the vehicle is a rolling motion, the target stable moment is the target anti-rolling moment, and the cost function for allocating the target anti-rolling moment may be: f(F d,FL ,F d,FR ,F d,RL ,F d,RR )=(d l (F d,FL +F d,RL )-d r (F d,FR +F d,RR )-M Roll ) 2

[0144] Among them, function f is the cost function; F d,FL Refers to the target suspension force of the suspension on the left side of the front wheel of the vehicle, F d,FR Refers to the target suspension force of the suspension on the right side of the front wheel of the vehicle, F d,RL Refers to the target suspension force of the suspension on the left side of the rear wheel of the vehicle, F d,RR Refers to the target suspension force of the suspension on the right side of the rear wheel of the vehicle, d l is the distance between the center of mass of the vehicle and the left wheel of the vehicle, d r M is the distance between the center of mass of the vehicle and the right wheel of the vehicle. Roll is the target anti-rolling moment.

[0145] Therefore, the parameters in the cost function include the target stability moment and the target suspension force.

[0146] In the embodiment of the present invention, the cost function for distributing the target steady moment may be partially differentiated for each target suspension force to obtain a partial derivative expression corresponding to each target suspension force.

[0147] Specifically, the cost function f(F d,FL ,F d,FR ,F d,RL ,F d,RR ), respectively for F d,FL 、F d,FR 、F d,RL 、F d,RR Taking partial derivatives, we get:

[0148]

[0149] In the embodiment of the present invention, for any suspension, the initial suspension force of the suspension can be updated along the negative gradient direction using the partial derivative expression of the target suspension force of the suspension to obtain the target suspension force of the suspension.

[0150] In some embodiments of the present invention, updating the initial suspension force along the negative gradient direction to obtain the target suspension force includes:

[0151] updating the initial suspension force along the negative gradient direction according to a preset step length to obtain an updated suspension force;

[0152] If the updated suspension force satisfies a preset gradient condition, taking the updated suspension force as the target suspension force;

[0153] If the updated suspension force does not satisfy the preset gradient condition, the updated suspension force is used as the initial suspension force, and the step of updating the initial suspension force is repeatedly performed until the target suspension force is obtained.

[0154] In an embodiment of the present invention, when updating the initial suspension force of the suspension and obtaining the target suspension force of the suspension, the gradient descent method can be used to distribute the target steady moment, and a search iterative algorithm is performed based on the negative gradient direction, and the initial suspension force of each suspension is updated in the negative direction of the gradient according to a preset step length. Specifically, the preset step length can be obtained, and the initial suspension force of each suspension is updated in the negative gradient direction to obtain the updated suspension force of each suspension. Then, if the updated suspension force meets the preset gradient condition, the updated suspension force is used as the target suspension force; if the updated suspension force does not meet the preset gradient condition, the updated suspension force is used as the initial suspension force, and the step of updating the initial suspension force is repeated until the target suspension force is obtained.

[0155] In some embodiments of the present invention, the preset gradient condition includes: using the partial derivative expression to determine the partial derivative corresponding to the updated suspension force, and when the partial derivative is less than a preset threshold, the updated suspension force satisfies the preset gradient condition.

[0156] In an embodiment of the present invention, the preset gradient condition includes: using a partial derivative expression to determine the partial derivative corresponding to the updated suspension force, and when the partial derivative is less than a preset threshold, the updated suspension force satisfies the preset gradient condition.

[0157] When judging whether the updated suspension force meets the preset gradient condition, the partial derivative expression of the target suspension force of each suspension can be used to calculate the partial derivative corresponding to the updated suspension force of each suspension. If the partial derivative is less than the preset threshold, the updated suspension force is used as the target suspension force. If the partial derivative is not less than the preset threshold, the updated suspension force is used as the initial suspension force, and the steps of updating the initial suspension force, calculating the partial derivative corresponding to the updated suspension force using the partial derivative expression, and judging whether the partial derivative is less than the preset threshold are performed until the target suspension force is obtained. Among them, the partial derivative less than the preset threshold means that the partial derivative is the smallest.

[0158] In the embodiment of the present invention, if F d,FL0 、F d,FR0 、F d,RL0 、F d,RR0 are the initial suspension force of the suspension on the left side of the front wheel of the vehicle, the initial suspension force of the suspension on the right side of the front wheel of the vehicle, the initial suspension force of the suspension on the left side of the rear wheel of the vehicle, and the initial suspension force of the suspension on the right side of the rear wheel of the vehicle, respectively. The step of updating the initial suspension force to obtain the target suspension force can be understood as follows:

[0159] Update F according to the negative gradient direction d,FL0 、F d,FR0 、F d,RL0 、F d,RR0 F d,FL 、F d,FR 、F d,RL 、F d,RR ,until The gradient is the smallest, and F d,FL 、F d,FR 、F d,RL 、F d,RR is the optimal solution.

[0160] The formula for updating the initial suspension force in the direction of the negative gradient is:

[0161]

[0162] Here, step refers to the preset step size.

[0163] It should be noted that the target suspension force obtained by updating the initial suspension force in the negative gradient direction satisfies the following formula:

[0164]

[0165] That is, in the embodiment of the present invention, the target suspension force obtained by updating the suspension force in the negative gradient direction satisfies: the target suspension force is within the corresponding preset value range, and the suspension force change of each suspension is minimal.

[0166] Step 105: Perform torque compensation on the vehicle using at least one target suspension force of the vehicle.

[0167] In an embodiment of the present invention, after determining the target suspension force of each suspension in the active suspension system of the vehicle, at least one suspension of the active suspension system can be controlled to provide the target suspension force for the vehicle, perform torque compensation on the vehicle, so as to suppress the roll movement of the vehicle and ensure the smooth driving of the vehicle.

[0168] In an embodiment of the present invention, the motion state information of the vehicle is obtained to determine whether the vehicle is driving smoothly; if the vehicle is driving unsteadily, based on the motion state information, a target stable torque corresponding to the target stable state of the vehicle is determined; a suspension force distribution strategy for the target stable torque is determined; according to the suspension force distribution strategy, the target stable torque is distributed to obtain at least one target suspension force of the vehicle; by using at least one target suspension force of the vehicle to perform torque compensation on the vehicle, the suspension force of the vehicle can be adjusted in real time to the corresponding target suspension force according to different road conditions and different driving states, thereby suppressing the unstable movement of the vehicle, ensuring the smooth driving of the vehicle, and improving the ride comfort of the vehicle.

[0169] Specifically, the suspension force provided by the active suspension system can be adjusted in a wide range during vehicle driving, and the suspension force of the active suspension system can be adjusted in real time according to different road conditions and different driving states to suppress the vehicle's roll movement.

[0170] In the embodiment of the present invention, the target anti-roll moment of the vehicle is calculated based on the lateral acceleration of the vehicle. The lateral acceleration of the vehicle is easy to obtain and has high accuracy. At the same time, the first gain coefficient kg of the target anti-roll moment can be adjusted Roll , to obtain an accurate target anti-roll moment, and to determine a target suspension force of at least one suspension of the vehicle using the target anti-roll moment, so that the roll posture of the vehicle body is maintained within a preset range.

[0171] In an embodiment of the present invention, when allocating the target anti-roll moment and determining the target suspension force of at least one suspension, the gradient descent method is used for allocation, and the obtained target suspension force is the optimal solution within its constraint range, which can improve the control accuracy.

[0172] In the embodiment of the present invention, the active suspension anti-roll feedforward control method is implemented by controlling the vehicle active suspension system, outputting the current target anti-roll moment according to vehicle signals such as steering wheel angle and vehicle speed, and planning the target suspension force of at least one suspension of the vehicle in advance according to the target anti-roll moment as a feedforward control quantity input into the active suspension system to suppress the roll angle generated by the vehicle body when turning. The control system is simple and can prevent the vehicle from generating a large roll angle when turning, maintain the body posture, and improve the ride comfort and stability of the vehicle.

[0173] Reference Figure 2 , shows a flow chart of steps of another vehicle control method provided in an embodiment of the present invention, which may specifically include the following steps:

[0174] Step 201, obtaining the motion state information of the vehicle;

[0175] In the embodiment of the present invention, during the driving process of the vehicle, the motion state information of the vehicle can be obtained, wherein the motion state information of the vehicle can include the steering wheel angle and / or driving speed of the vehicle.

[0176] Step 202, based on the motion state information, detecting the tilt state of the vehicle in a preset direction to determine whether the vehicle is running smoothly;

[0177] In the embodiment of the present invention, the motion state information may include the driving speed of the vehicle.

[0178] During the driving process, the vehicle may have unstable movement. During the driving process, the vehicle may tilt in the longitudinal direction, that is, the vehicle may have pitching movement. If the vehicle tilts in the longitudinal direction, it is confirmed that the vehicle is in an unstable driving state.

[0179] During the driving process of the vehicle, the vehicle can use the speed sensor to collect the driving speed of the vehicle, and based on the driving speed of the vehicle, determine whether the vehicle is in a speed change state, that is, whether the vehicle is in an acceleration or deceleration state. If the vehicle is in an acceleration or deceleration state, it is confirmed that the vehicle is tilted in the longitudinal direction, the vehicle has a pitching motion, and the vehicle is driving unsteadily.

[0180] Step 203, if the vehicle is not running smoothly, determining a target stable torque corresponding to the vehicle reaching a target stable state based on the motion state information;

[0181] In an embodiment of the present invention, if the vehicle is not running smoothly, a target stable torque corresponding to the target stable state of the vehicle can be determined based on the vehicle's motion state information, wherein the target stable torque refers to the torque for adjusting the vehicle so that the vehicle maintains stable running.

[0182] In some embodiments of the present invention, the target stabilization torque includes a target anti-pitch torque; the preset direction is the longitudinal direction; if the vehicle is not running smoothly, determining the target stabilization torque corresponding to the vehicle reaching the target stable state based on the motion state information includes:

[0183] Based on the motion state information, determining a pitch moment of the vehicle;

[0184] The target anti-pitch moment is determined based on the pitch moment and a preset second gain coefficient.

[0185] In the embodiment of the present invention, if the vehicle tilts in the longitudinal direction, the vehicle has a pitching motion, and the vehicle is in an unstable state. The target stabilizing moment includes a target anti-pitch moment. The target anti-pitch moment is used to adjust the vehicle in the pitching state so that the vehicle can run stably.

[0186] If the vehicle has a pitching motion, the vehicle can determine the pitching moment of the vehicle based on the motion state information of the vehicle. The pitching moment refers to the pitching moment generated by the longitudinal acceleration of the vehicle. Then, based on the pitching moment generated by the longitudinal acceleration of the vehicle and a preset second gain coefficient, the target anti-pitch moment of the vehicle can be determined.

[0187] In some embodiments of the present invention, the motion state information includes at least one of the vehicle's travel speed, accelerator pedal opening, and brake master cylinder pressure, and also includes sprung mass and / or pitch radius; the pitch radius is a vertical distance between the center of mass of the vehicle and the pitch center of the vehicle tilted in the longitudinal direction; determining the pitch moment of the vehicle based on the motion state information includes:

[0188] determining a longitudinal acceleration of the vehicle based on at least one of the driving speed, the accelerator pedal opening, and the master cylinder pressure;

[0189] The pitching moment is determined using the longitudinal acceleration and at least one of the sprung mass and the pitch radius.

[0190] In the embodiment of the present invention, the vehicle's motion state information includes at least one of the vehicle's driving speed, accelerator pedal opening, and brake master cylinder pressure, and also includes sprung mass and / or pitch radius.

[0191] In the embodiment of the present invention, when the vehicle is accelerating or decelerating, the vehicle will have a pitching motion and the vehicle will generate longitudinal acceleration. The acceleration state of the vehicle is related to the accelerator pedal opening of the vehicle, and the deceleration state of the vehicle is related to the brake master cylinder pressure of the vehicle. Therefore, if the vehicle is in a pitching state, the vehicle can collect the accelerator pedal opening and / or the brake master cylinder pressure.

[0192] In the embodiment of the present invention, calibration can be performed in advance at different accelerator pedal openings and different vehicle speeds to generate a relationship table between the accelerator pedal opening, vehicle speed and the longitudinal acceleration of the vehicle, and then the longitudinal acceleration of the vehicle in the accelerated state can be determined based on the accelerator pedal opening and vehicle speed by looking up the table. The formula for determining the longitudinal acceleration of the vehicle in the accelerated state by looking up the table is as follows:

[0193] a x,thr =lookup(v x ,thr)

[0194] Among them, a x,thr is the longitudinal acceleration of the vehicle under acceleration, v x is the vehicle speed, and thr is the accelerator pedal opening.

[0195] In the embodiment of the present invention, calibration can be performed in advance at different brake master cylinder pressures and different vehicle speeds to generate a relationship table between the brake master cylinder pressure, vehicle speed and the longitudinal acceleration of the vehicle, and then the longitudinal acceleration of the vehicle in the deceleration state can be determined based on the brake master cylinder pressure and vehicle speed by looking up the table. The formula for determining the longitudinal acceleration of the vehicle in the deceleration state by looking up the table is as follows:

[0196] a x,pbk =lookup(v x ,pbk)

[0197] Among them, a x,pbk is the longitudinal acceleration of the vehicle in the deceleration state, v x is the vehicle speed and pbk is the brake master cylinder pressure.

[0198] In the embodiment of the present invention, a pitch dynamics model of the vehicle may be established. The pitch dynamics model may be used as a calculation formula for the pitch moment of the vehicle in pitch motion. The pitch dynamics model is as follows:

[0199]

[0200] Among them, I y is the pitch moment of inertia of the vehicle, is the pitch angular acceleration of the vehicle, Mp ax is the pitching moment generated by the longitudinal acceleration of the vehicle, Mp G is the pitching moment caused by the vehicle's gravity, Mp u is the pitching moment generated by the unsprung mass of the vehicle, M Pitch It is the pitching moment generated by the main force of the vehicle's suspension, that is, the target anti-pitching moment.

[0201] The pitching moment generated by the longitudinal acceleration of the vehicle and the pitching moment generated by the gravity of the vehicle are calculated as follows:

[0202]

[0203] Among them, m s is the sprung mass, a x is the longitudinal acceleration, h p It is the height of the vehicle's center of mass relative to the vehicle's pitch center, that is, the pitch radius, which refers to the vertical distance between the vehicle's center of mass and the pitch center of the vehicle in a pitch state. g is the acceleration of gravity, and θ is the vehicle's pitch angle.

[0204] In the embodiment of the present invention, when the vehicle is in a stable state, the target pitch angle of the vehicle is 0, and thus the pitch angle acceleration of the vehicle is also 0, that is, θ=0. According to the calculation formula of the pitching moment generated by the gravity of the vehicle, the pitching moment Mp generated by the gravity of the vehicle is G is 0.

[0205] Furthermore, according to the calculation formula of the pitching moment of the vehicle, the target anti-pitch moment is equal to the sum of the pitching moment generated by the longitudinal acceleration of the vehicle and the pitching moment generated by the unsprung mass of the vehicle. Therefore, the calculation formula of the target anti-pitch moment is:

[0206] M Pitch =Mp ax +Mp u

[0207] In the embodiment of the present invention, the pitching moment generated by the unsprung mass is affected by tire parameters such as tire deformation and tire radial stiffness, and cannot be accurately obtained in real time. Therefore, the pitching moment generated by the unsprung mass cannot be calculated. When calculating the target anti-pitch moment, the embodiment of the present invention can compensate for the pitching moment generated by the unsprung mass by adjusting the gain coefficient. The calculation formula for the target anti-pitch moment can be:

[0208] M Pitch =(1+α)Mp ax

[0209] Among them, α is the second gain coefficient, which is a constant and can be obtained through actual vehicle calibration according to the requirements for the target pitch angle.

[0210] In the embodiment of the present invention, the sprung mass of the vehicle and the pitch radius of the vehicle can be obtained. If the vehicle is in a pitch state, the pitch moment Mp generated by the longitudinal acceleration of the vehicle is obtained by using the sprung mass, longitudinal acceleration and pitch radius. axThe pitch moment generated by the longitudinal acceleration of the vehicle is calculated using the calculation formula. Based on the pitch moment generated by the longitudinal acceleration of the vehicle, the target anti-pitch moment M is used. Pitch The target anti-pitch moment can be calculated using the calculation formula.

[0211] Step 204, determining a suspension force distribution strategy for the target stable torque;

[0212] In the embodiment of the present invention, the target stabilizing moment may be a target anti-pitch moment. A suspension force allocation strategy for the target anti-pitch moment may be determined for the target anti-pitch moment. The target anti-pitch moment may be allocated using a cost function corresponding to the suspension force allocation strategy for the target anti-pitch moment, so as to determine a target suspension force of at least one suspension in the active suspension system.

[0213] Step 205, distributing the target stabilization torque according to the suspension force distribution strategy to obtain at least one target suspension force of the vehicle;

[0214] In the embodiment of the present invention, according to the suspension force distribution strategy of the target anti-pitch moment, the target anti-pitch moment is distributed using the cost function corresponding to the suspension force distribution strategy of the target anti-pitch moment, so that the target suspension force of at least one suspension in the active suspension system can be determined. It should be noted that the suspension force provided by the active suspension system has the characteristics of being adjustable and having a wide adjustment range during vehicle driving.

[0215] In some embodiments of the present invention, allocating the target stabilization torque according to the suspension force allocation strategy to obtain at least one target suspension force of the vehicle includes:

[0216] determining an initial suspension force of the vehicle within a preset value range of the target suspension force;

[0217] Based on a preset gradient descent method, the initial suspension force is updated along a negative gradient direction to obtain the target suspension force.

[0218] In the embodiment of the present invention, the target suspension force of each suspension has a preset value range. For example:

[0219] F d，FL ∈[F d，FL_low , F d，FL_high ]

[0220] F d,FR ∈[F d,FR_low , F d，FR_high ]

[0221] F d,RL ∈[F d,RL_low , F d，RL_high ]

[0222] F d，RR ∈[F d，RR_low , F d，RR_high ]

[0223] Among them, F d,FL Refers to the target suspension force of the suspension on the left side of the front wheel of the vehicle, F d,FR Refers to the target suspension force of the suspension on the right side of the front wheel of the vehicle, F d,RL Refers to the target suspension force of the suspension on the left side of the rear wheel of the vehicle, F d,RR Refers to the target suspension force of the suspension on the right side of the rear wheel of the vehicle; F d,FL-low and F d,FL-high They refer to the minimum and maximum target suspension forces of the suspension on the left side of the front wheel of the vehicle, respectively. d,FR-low and F d,FR-high Refers to the minimum and maximum values ​​of the target suspension force of the suspension on the right side of the front wheel of the vehicle, F d,RL-low and F d,RL-high Refers to the minimum and maximum values ​​of the target suspension force of the suspension on the left side of the rear wheel of the vehicle, F d,RR-low and F d,RR-high Refers to the minimum and maximum values ​​of the target suspension force of the suspension on the right side of the rear wheel of the vehicle.

[0224] In the embodiment of the present invention, the average value of the minimum value and the maximum value of the target suspension force of the suspension may be calculated, and the average value may be used as the initial suspension force of the suspension to obtain the initial suspension force of at least one suspension in the vehicle.

[0225] In some embodiments of the present invention, the suspension force distribution strategy includes at least one cost function; the parameters in the cost function include the target stable moment and the target suspension force; the updating of the initial suspension force along the negative gradient direction based on the preset gradient descent method to obtain the target suspension force includes:

[0226] Taking partial derivative of the target suspension force based on the cost function to obtain a partial derivative expression corresponding to the target suspension force;

[0227] Based on the partial derivative expression, the initial suspension force is updated along the negative gradient direction to obtain the target suspension force.

[0228] In the embodiment of the present invention, if the unstable motion of the vehicle is a pitching motion, the target stabilizing moment is the target anti-pitch moment, and the cost function for allocating the target anti-pitch moment may be:

[0229] f(F d,FL ,F d,FR ,F d,RL ,F d,RR )=(lf (F d,FL +F d,FR )-l r (F d,RL +F d,RR )-M Pitch ) 2

[0230] Among them, function f is the cost function, l f is the distance between the center of mass of the vehicle and the front axle of the vehicle, l r is the distance between the center of mass of the vehicle and the rear axle of the vehicle, M Pitch is the target anti-pitch moment, F d,FL Refers to the target suspension force of the suspension on the left side of the front wheel of the vehicle, F d,FR Refers to the target suspension force of the suspension on the right side of the front wheel of the vehicle, F d,RL Refers to the target suspension force of the suspension on the left side of the rear wheel of the vehicle, F d,RR Refers to the target suspension force of the suspension on the right side of the rear wheel of the vehicle. The steps of updating the initial suspension force along the negative gradient direction using the cost function for allocating the target anti-pitch moment to obtain the target suspension force are the same as the steps of updating the initial suspension force along the negative gradient direction using the cost function for allocating the target anti-roll moment to obtain the target suspension force, and the present invention will not be repeated here.

[0231] In some embodiments of the present invention, updating the initial suspension force along the negative gradient direction to obtain the target suspension force includes:

[0232] updating the initial suspension force along the negative gradient direction according to a preset step length to obtain an updated suspension force;

[0233] If the updated suspension force satisfies a preset gradient condition, taking the updated suspension force as the target suspension force;

[0234] If the updated suspension force does not satisfy the preset gradient condition, the updated suspension force is used as the initial suspension force, and the step of updating the initial suspension force is repeatedly performed until the target suspension force is obtained.

[0235] In an embodiment of the present invention, the step of updating the initial suspension force in the step of allocating the target anti-pitch moment to obtain the target suspension force is the same as the step of updating the initial suspension force in the step of allocating the target anti-roll moment to obtain the target suspension force, and the present invention will not be repeated here.

[0236] In some embodiments of the present invention, the preset gradient condition includes: using the partial derivative expression to determine the partial derivative corresponding to the updated suspension force, and when the partial derivative is less than a preset threshold, the updated suspension force satisfies the preset gradient condition.

[0237] In the embodiment of the present invention, in the step of allocating the target anti-pitch moment, the initial suspension force is updated to obtain the target suspension force, and the preset gradient condition in the step includes: using a partial derivative expression to determine the partial derivative corresponding to the updated suspension force, and when the partial derivative is less than a preset threshold, the updated suspension force satisfies the preset gradient condition. The partial derivative being less than the preset threshold means that the partial derivative is the smallest.

[0238] Step 206: Perform torque compensation on the vehicle using at least one target suspension force of the vehicle.

[0239] In an embodiment of the present invention, after determining the target suspension force of each suspension in the active suspension system of the vehicle, at least one suspension of the active suspension system can be controlled to provide the target suspension force for the vehicle, perform torque compensation on the vehicle, so as to suppress the pitch motion of the vehicle and ensure the smooth driving of the vehicle.

[0240] In an embodiment of the present invention, the motion state information of the vehicle is obtained to determine whether the vehicle is driving smoothly; if the vehicle is driving unsteadily, based on the motion state information, a target stable torque corresponding to the target stable state of the vehicle is determined; a suspension force distribution strategy for the target stable torque is determined; according to the suspension force distribution strategy, the target stable torque is distributed to obtain at least one target suspension force of the vehicle; by using at least one target suspension force of the vehicle to perform torque compensation on the vehicle, the suspension force of the vehicle can be adjusted in real time to the corresponding target suspension force according to different road conditions and different driving states, thereby suppressing the unstable movement of the vehicle, ensuring the smooth driving of the vehicle, and improving the ride comfort of the vehicle.

[0241] Specifically, the suspension force provided by the active suspension system can be adjusted in a wide range during vehicle driving, and the suspension force of the active suspension system can be adjusted in real time according to different road conditions and different driving states to suppress the pitching movement of the vehicle.

[0242] In an embodiment of the present invention, by utilizing the characteristics of the active suspension system, under different working conditions, such as rapid acceleration and deceleration, slow acceleration and deceleration, uneven road surface, and stable working conditions with constant acceleration and deceleration, the current feedforward steady-state target anti-pitch torque can be output according to the current vehicle longitudinal acceleration, and a gradient descent method for allocating the target suspension forces of the four suspensions according to the target anti-pitch torque and the active suspension force constraint is proposed to change the size and direction of the target suspension force output, significantly improving the smoothness, safety and handling stability of the vehicle in a steady state, solving the problem of active suspension pitch torque control under different working conditions, keeping the vehicle body pitch posture within a preset range, and improving ride comfort and handling stability.

[0243] Reference Figure 3, showing a flow chart of a vehicle control method provided in an embodiment of the present invention.

[0244] In the embodiment of the present invention, when the vehicle is rolling, the steering wheel angle, steering wheel speed and vehicle speed of the vehicle are collected. Based on the steering wheel angle, steering wheel speed and vehicle speed of the vehicle, the lateral acceleration of the vehicle can be determined.

[0245] When the vehicle rolls, the rolling acceleration of the vehicle will generate a rolling moment M R_ay , the unsprung mass of the vehicle will cause a rolling moment M R_u , the vehicle's gravity will cause a rolling moment M R_G When the vehicle is in a stable state, the target roll angle of the vehicle is 0, and the roll moment M generated by the gravity of the vehicle is R_G is 0.

[0246] The target anti-roll moment of the vehicle is calculated as follows:

[0247] M Roll =M R_ay +M R_u

[0248] In the embodiment of the present invention, the roll moment generated by the unsprung mass is affected by tire parameters such as tire deformation and tire radial stiffness, and cannot be accurately obtained in real time. Therefore, the roll moment generated by the unsprung mass cannot be calculated. When calculating the target anti-roll moment, the embodiment of the present invention can compensate for the roll moment generated by the unsprung mass by adjusting the gain coefficient. The calculation formula for the target anti-roll moment can be:

[0249] M Roll =(1+kg Roll )M R_ay

[0250] Among them, kg Roll is the gain factor.

[0251] In the embodiment of the present invention, the target anti-roll moment is distributed by using a preset cost function and a gradient descent method, so as to determine the target suspension force of at least one suspension in the active suspension system, including the target suspension force F of the suspension on the left side of the front wheel of the vehicle. d,FL , the target suspension force F of the suspension on the right side of the front wheel of the vehicle d,FR , the target suspension force F of the suspension on the left side of the rear wheel of the vehicle d,RL , the target suspension force F of the suspension on the right side of the rear wheel of the vehicle d,RR .

[0252] Reference Figure 4 , shows a flow chart of another vehicle control method provided in an embodiment of the present invention.

[0253] When the vehicle performs pitch motion, vehicle information such as the vehicle's brake pedal signal, brake master cylinder signal, vehicle speed, accelerator pedal signal, and torque are collected. Using this vehicle information, the vehicle's lateral acceleration can be determined.

[0254] When the vehicle is pitching, the longitudinal acceleration of the vehicle will cause a pitching moment Mp ax , the unsprung mass of the vehicle will generate a pitching moment Mp u , the vehicle's gravity will produce a pitching moment Mp G When the vehicle is in a stable state, the target pitch angle of the vehicle is 0, and the pitch moment Mp generated by the gravity of the vehicle is G is 0, and Mp ax and Mp u Not 0.

[0255] The calculation formula of the target anti-pitch moment is:

[0256] M Pitch =Mp ax +Mp u

[0257] In the embodiment of the present invention, the pitching moment generated by the unsprung mass is affected by tire parameters such as tire deformation and tire radial stiffness, and cannot be accurately obtained in real time. Therefore, the pitching moment generated by the unsprung mass cannot be calculated. When calculating the target anti-pitch moment, the embodiment of the present invention can compensate for the pitching moment generated by the unsprung mass by adjusting the gain coefficient. The calculation formula for the target anti-pitch moment can be:

[0258] M Pitch =(1+α)Mp ax

[0259] Among them, α is the gain coefficient.

[0260] In the embodiment of the present invention, the target anti-roll moment is distributed by using a preset cost function and a gradient descent method, so as to determine the target suspension force of at least one suspension in the active suspension system, including the target suspension force F of the suspension on the left side of the front wheel of the vehicle. d,FL , the target suspension force F of the suspension on the right side of the front wheel of the vehicle d,FR , the target suspension force F of the suspension on the left side of the rear wheel of the vehicle d,RL , the target suspension force F of the suspension on the right side of the rear wheel of the vehicle d,RR .

[0261] It should be noted that, for the sake of simplicity, the method embodiments are described as a series of action combinations, but those skilled in the art should be aware that the embodiments of the present invention are not limited by the order of the actions described, because according to the embodiments of the present invention, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of the present invention.

[0262] Reference Figure 5 , shows a structural block diagram of a vehicle control device provided in an embodiment of the present invention, which may specifically include the following modules:

[0263] The information acquisition module 501 is used to acquire the motion state information of the vehicle and determine whether the vehicle is running smoothly;

[0264] A target stable torque determination module 502 is used to determine a target stable torque corresponding to a target stable state of the vehicle based on the motion state information if the vehicle is not running smoothly;

[0265] A strategy determination module 503, used to determine the suspension force distribution strategy of the target stable torque;

[0266] an allocating module 504, configured to allocate the target stabilizing moment according to the suspension force allocating strategy to obtain at least one target suspension force of the vehicle;

[0267] The compensation module 505 is configured to perform torque compensation on the vehicle using at least one target suspension force of the vehicle.

[0268] In an optional embodiment of the present invention, the information acquisition module includes:

[0269] The tilt detection submodule is used to detect the tilt state of the vehicle in a preset direction based on the motion state information to determine whether the vehicle is running smoothly.

[0270] In an optional embodiment of the present invention, the target stabilization torque includes a target anti-rolling torque; the preset direction is lateral; and the target stabilization torque determination module includes:

[0271] A roll moment determination submodule, configured to determine the roll moment of the vehicle based on the motion state information;

[0272] The target anti-roll moment determination submodule is used to determine the target anti-roll moment based on the roll moment and a preset first gain coefficient.

[0273] In an optional embodiment of the present invention, the motion state information includes at least one of a steering wheel angle, a steering wheel angle velocity and a driving speed of the vehicle, and also includes a sprung mass and / or a roll radius; the roll radius is a vertical distance between the center of mass of the vehicle and a roll center of the vehicle tilted in the lateral direction; the roll moment determination submodule includes:

[0274] a lateral acceleration determination unit, configured to determine a lateral acceleration of the vehicle based on at least one of the steering wheel angle, the steering wheel angle velocity, and the driving speed;

[0275] The roll moment determination unit is configured to determine the roll moment using the lateral acceleration and at least one of the sprung mass and the roll radius.

[0276] In an optional embodiment of the present invention, the target stabilization torque includes a target anti-pitch torque; the preset direction is a longitudinal direction; the target stabilization torque determination module includes:

[0277] A pitching moment determination submodule, configured to determine the pitching moment of the vehicle based on the motion state information;

[0278] The target anti-pitch moment determination submodule is used to determine the target anti-pitch moment based on the pitch moment and a preset second gain coefficient.

[0279] In an optional embodiment of the present invention, the motion state information includes at least one of the vehicle's driving speed, accelerator pedal opening, and brake master cylinder pressure, and also includes sprung mass and / or pitch radius; the pitch radius is a vertical distance between the center of mass of the vehicle and the pitch center of the vehicle tilted in the longitudinal direction; the pitch moment determination submodule includes:

[0280] a longitudinal acceleration determination unit, configured to determine the longitudinal acceleration of the vehicle based on at least one of the driving speed, the accelerator pedal opening, and the brake master cylinder pressure;

[0281] A pitching moment determination unit is configured to determine the pitching moment using the longitudinal acceleration and at least one of the sprung mass and the pitch radius.

[0282] In an optional embodiment of the present invention, the allocation module includes:

[0283] an initial suspension force determination submodule, configured to determine an initial suspension force of the vehicle within a preset numerical range of the target suspension force;

[0284] The updating submodule is used to update the initial suspension force along the negative gradient direction based on a preset gradient descent method to obtain the target suspension force.

[0285] In an optional embodiment of the present invention, the suspension force distribution strategy includes at least one cost function; the parameters in the cost function include the target stabilization torque and the target suspension force; the update submodule includes:

[0286] A partial derivative expression obtaining unit, used for obtaining a partial derivative of the target suspension force based on the cost function to obtain a partial derivative expression corresponding to the target suspension force;

[0287] The target suspension force obtaining unit is used to update the initial suspension force along the negative gradient direction based on the partial derivative expression to obtain the target suspension force.

[0288] In an optional embodiment of the present invention, the target suspension force obtaining unit includes:

[0289] An updating subunit, used for updating the initial suspension force along the negative gradient direction according to a preset step length to obtain an updated suspension force;

[0290] The target suspension force is used as a subunit, and is used to use the updated suspension force as the target suspension force if the updated suspension force satisfies a preset gradient condition;

[0291] The repeatedly executing subunit is used for taking the updated suspension force as the initial suspension force and repeatedly executing the step of updating the initial suspension force if the updated suspension force does not meet the preset gradient condition, until the target suspension force is obtained.

[0292] In an optional embodiment of the present invention, the preset gradient condition includes: using the partial derivative expression to determine the partial derivative corresponding to the updated suspension force, and when the partial derivative is less than a preset threshold, the updated suspension force satisfies the preset gradient condition.

[0293] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0294] In addition, an embodiment of the present invention further provides an electronic device, such as Figure 6 As shown, it includes a processor 601, a communication interface 602, a memory 603 and a communication bus 604, wherein the processor 601, the communication interface 602, and the memory 603 communicate with each other through the communication bus 604.

[0295] Memory 603, used for storing computer programs;

[0296] The processor 601 is used to execute the program stored in the memory 603 to implement the following steps:

[0297] Obtaining the motion state information of the vehicle to determine whether the vehicle is running smoothly;

[0298] If the vehicle is not running smoothly, determining a target stable torque corresponding to a target stable state for the vehicle to reach based on the motion state information;

[0299] Determining a suspension force distribution strategy for the target stabilizing moment;

[0300] Distributing the target stabilization torque according to the suspension force distribution strategy to obtain at least one target suspension force of the vehicle;

[0301] At least one target suspension force of the vehicle is used to moment compensate the vehicle.

[0302] In an optional embodiment of the present invention, the step of obtaining the motion state information of the vehicle and determining whether the vehicle is running smoothly includes:

[0303] Based on the motion state information, the tilt state of the vehicle in a preset direction is detected to determine whether the vehicle is running smoothly.

[0304] In an optional embodiment of the present invention, the target stability torque includes a target anti-rolling torque; the preset direction is lateral; if the vehicle is not running smoothly, determining the target stability torque corresponding to the vehicle reaching the target stable state based on the motion state information includes:

[0305] Determining a roll moment of the vehicle based on the motion state information;

[0306] The target anti-roll moment is determined based on the roll moment and a preset first gain coefficient.

[0307] In an optional embodiment of the present invention, the motion state information includes at least one of a steering wheel angle, a steering wheel angle velocity and a driving speed of the vehicle, and also includes a sprung mass and / or a roll radius; the roll radius is a vertical distance between the center of mass of the vehicle and a roll center of the vehicle tilted in the lateral direction; and determining the roll moment of the vehicle based on the motion state information includes:

[0308] determining a lateral acceleration of the vehicle based on at least one of the steering wheel angle, the steering wheel angle velocity, and the driving speed;

[0309] The roll moment is determined using the lateral acceleration and at least one of the sprung mass and the roll radius.

[0310] In an optional embodiment of the present invention, the target stabilization torque includes a target anti-pitch torque; the preset direction is the longitudinal direction; if the vehicle is not running smoothly, determining the target stabilization torque corresponding to the vehicle reaching the target stable state based on the motion state information includes:

[0311] Based on the motion state information, determining a pitch moment of the vehicle;

[0312] The target anti-pitch moment is determined based on the pitch moment and a preset second gain coefficient.

[0313] In an optional embodiment of the present invention, the motion state information includes at least one of the vehicle's running speed, accelerator pedal opening, and brake master cylinder pressure, and also includes sprung mass and / or pitch radius; the pitch radius is a vertical distance between the center of mass of the vehicle and a pitch center of the vehicle tilted in the longitudinal direction; the determining the pitch moment of the vehicle based on the motion state information includes:

[0314] determining a longitudinal acceleration of the vehicle based on at least one of the driving speed, the accelerator pedal opening, and the master cylinder pressure;

[0315] The pitching moment is determined using the longitudinal acceleration and at least one of the sprung mass and the pitch radius.

[0316] In an optional embodiment of the present invention, allocating the target stabilization torque according to the suspension force allocation strategy to obtain at least one target suspension force of the vehicle includes:

[0317] determining an initial suspension force of the vehicle within a preset value range of the target suspension force;

[0318] Based on a preset gradient descent method, the initial suspension force is updated along a negative gradient direction to obtain the target suspension force.

[0319] In an optional embodiment of the present invention, the suspension force distribution strategy includes at least one cost function; the parameters in the cost function include the target stabilization torque and the target suspension force; the updating of the initial suspension force along the negative gradient direction based on the preset gradient descent method to obtain the target suspension force includes:

[0320] Taking partial derivative of the target suspension force based on the cost function to obtain a partial derivative expression corresponding to the target suspension force;

[0321] Based on the partial derivative expression, the initial suspension force is updated along the negative gradient direction to obtain the target suspension force.

[0322] In an optional embodiment of the present invention, updating the initial suspension force along the negative gradient direction to obtain the target suspension force includes:

[0323] According to a preset step length, the initial suspension force is updated along the negative gradient direction to obtain an updated suspension force;

[0324] If the updated suspension force satisfies a preset gradient condition, taking the updated suspension force as the target suspension force;

[0325] If the updated suspension force does not satisfy the preset gradient condition, the updated suspension force is used as the initial suspension force, and the step of updating the initial suspension force is repeatedly performed until the target suspension force is obtained.

[0326] In an optional embodiment of the present invention, the preset gradient condition includes: using the partial derivative expression to determine the partial derivative corresponding to the updated suspension force, and when the partial derivative is less than a preset threshold, the updated suspension force satisfies the preset gradient condition.

[0327] The communication bus mentioned in the above terminal can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0328] The communication interface is used for communication between the above terminal and other devices.

[0329] The memory may include a random access memory (RAM) or a non-volatile memory, such as at least one disk memory. Optionally, the memory may also be at least one storage device located away from the aforementioned processor.

[0330] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0331] like Figure 7 As shown, in another embodiment provided by the present invention, a computer-readable storage medium 701 is also provided, in which instructions are stored. When the computer-readable storage medium is run on a computer, the computer executes a vehicle control method described in the above embodiment.

[0332] In another embodiment of the present invention, a computer program product including instructions is provided. When the computer program product is run on a computer, the computer executes a vehicle control method described in the above embodiment.

[0333] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented by software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present invention is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website site, computer, server or data center to another website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state hard disk Solid State Disk (SSD)), etc.

[0334] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0335] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0336] The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention are included in the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that: include: Obtaining the motion state information of the vehicle to determine whether the vehicle is running smoothly; If the vehicle is not running smoothly, determining a target stable torque corresponding to a target stable state for the vehicle to reach based on the motion state information; Determining a suspension force distribution strategy for the target stabilizing moment; Distributing the target stabilization torque according to the suspension force distribution strategy to obtain at least one target suspension force of the vehicle; At least one target suspension force of the vehicle is used to moment compensate the vehicle.

2. The method according to claim 1, characterized in that The obtaining of the motion state information of the vehicle and judging whether the driving of the vehicle is stable comprises: Based on the motion state information, the tilt state of the vehicle in a preset direction is detected to determine whether the vehicle is running smoothly.

3. The method according to claim 2, characterized in that The target stability torque includes a target anti-rolling torque; the preset direction is lateral; if the vehicle is not running smoothly, the target stability torque corresponding to the vehicle reaching the target stable state is determined based on the motion state information, including: Determining a roll moment of the vehicle based on the motion state information; The target anti-roll moment is determined based on the roll moment and a preset first gain coefficient.

4. The method according to claim 3, characterized in that The motion state information includes at least one of a steering wheel angle, a steering wheel angle speed, and a driving speed of the vehicle, and also includes a sprung mass and / or a roll radius; the roll radius is a vertical distance between the center of mass of the vehicle and a roll center of the vehicle tilted in the lateral direction; The determining the rolling moment of the vehicle based on the motion state information comprises: determining a lateral acceleration of the vehicle based on at least one of the steering wheel angle, the steering wheel angle velocity, and the driving speed; The roll moment is determined using the lateral acceleration and at least one of the sprung mass and the roll radius.

5. The method according to claim 2, characterized in that: The target stability moment includes a target anti-pitch moment; the preset direction is the longitudinal direction; if the vehicle is not running smoothly, the target stability moment corresponding to the target stable state of the vehicle is determined based on the motion state information, including: Based on the motion state information, determining a pitch moment of the vehicle; The target anti-pitch moment is determined based on the pitch moment and a preset second gain coefficient.

6. The method according to claim 5, characterized in that The motion state information includes at least one of the vehicle's travel speed, accelerator pedal opening, and brake master cylinder pressure, and also includes sprung mass and / or pitch radius; the pitch radius is a vertical distance between the center of mass of the vehicle and the pitch center of the vehicle tilted in the longitudinal direction; The determining the pitching moment of the vehicle based on the motion state information includes: determining a longitudinal acceleration of the vehicle based on at least one of the driving speed, the accelerator pedal opening, and the master cylinder pressure; The pitching moment is determined using the longitudinal acceleration and at least one of the sprung mass and the pitch radius.

7. The method according to claim 1, characterized in that The target stabilization moment is distributed according to the suspension force distribution strategy to obtain at least one target suspension force of the vehicle, including: determining an initial suspension force of the vehicle within a preset value range of the target suspension force; Based on a preset gradient descent method, the initial suspension force is updated along a negative gradient direction to obtain the target suspension force.

8. The method according to claim 7, characterized in that The suspension force distribution strategy includes at least one cost function; the parameters in the cost function include the target stabilization moment and the target suspension force; The updating of the initial suspension force along the negative gradient direction based on the preset gradient descent method to obtain the target suspension force includes: Taking partial derivative of the target suspension force based on the cost function to obtain a partial derivative expression corresponding to the target suspension force; Based on the partial derivative expression, the initial suspension force is updated along the negative gradient direction to obtain the target suspension force.

9. The method according to claim 8, characterized in that The updating of the initial suspension force along the negative gradient direction to obtain the target suspension force includes: According to a preset step length, the initial suspension force is updated along the negative gradient direction to obtain an updated suspension force; If the updated suspension force satisfies a preset gradient condition, taking the updated suspension force as the target suspension force; If the updated suspension force does not satisfy the preset gradient condition, the updated suspension force is used as the initial suspension force, and the step of updating the initial suspension force is repeatedly performed until the target suspension force is obtained.

10. The method according to claim 9, characterized in that The preset gradient condition includes: using the partial derivative expression to determine the partial derivative corresponding to the updated suspension force, and when the partial derivative is less than a preset threshold, the updated suspension force satisfies the preset gradient condition.

11. A vehicle control device, characterized in that: include: An information acquisition module is used to acquire the motion state information of the vehicle and determine whether the vehicle is running smoothly; a target stable torque determination module, configured to determine a target stable torque corresponding to a target stable state of the vehicle based on the motion state information if the vehicle is not running smoothly; A strategy determination module, used to determine the suspension force distribution strategy of the target stable torque; a distribution module, configured to distribute the target stabilization torque according to the suspension force distribution strategy to obtain at least one target suspension force of the vehicle; A compensation module is used to perform torque compensation on the vehicle using at least one target suspension force of the vehicle.

12. An electronic device, characterized in that: It includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus; The memory is used to store computer programs; The processor is used to implement the method according to any one of claims 1 to 10 when executing the program stored in the memory.

13. One or more computer-readable media having instructions stored thereon, which when executed by one or more processors cause the processors to perform the method of any one of claims 1-10.

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