Method for controlling full-active suspension system and vehicle

Abstract

The invention provides a method for controlling a full-active suspension system and a vehicle, the method is applied to the field of vehicle suspension control, and the method comprises the steps that a target suspension adjusting device of the vehicle is determined according to state parameters of the vehicle and / or environment parameters of the position where the vehicle is located, and the target suspension adjusting device comprises an electric hydraulic device or a damping device; the environment parameters are used for representing the environment state of the position of the vehicle, and the state parameters are used for representing the running state of the vehicle; according to the state parameters, target working parameters of the target suspension adjusting device are determined; and controlling the target suspension adjusting device to operate according to the target working parameters. According to the method, in the running process of the vehicle, work of the electro-hydraulic pump and work of the shock absorber can be decoupled, the electro-hydraulic pump is not controlled to be continuously started when the suspension is adjusted, the starting time of the electro-hydraulic pump is determined according to the state of the vehicle and the environment of the current position, and the vehicle can adapt to and meet the suspension adjusting requirements under different working conditions.

Description

Technical Field

[0001] The present application relates to the field of vehicle suspension control, and more particularly, to a method and a vehicle for controlling a full active suspension system in the field of vehicle suspension control. Background Art

[0002] Currently, with the development of vehicle production technology, full active suspension systems have been installed in some vehicles. As one type of full active suspension system, the full active hydraulic suspension system can sense and analyze road condition information and vehicle motion state in real time through sensors, and adjust the suspension damping and height of the wheels.

[0003] Specifically, the full active hydraulic suspension system includes an electro-hydraulic pump (hereinafter referred to as "EHP") and a shock absorber. During the process of adjusting the suspension damping and height of the wheels, the full active hydraulic suspension system drives the EHP to rotate forward or backward through a motor, so as to establish a pressure difference in the oil circuit. The pressure difference will push components such as the piston inside the shock absorber to move, realizing the stretching or compression of the shock absorber, and finally achieving the effect of actively adjusting the suspension.

[0004] In one possible implementation, when the vehicle is driving on a high-frequency road surface, the duration of the forward and reverse switching of the EHP and the establishment of the required pressure is relatively long. In this case, the EHP cannot meet the adjustment requirements of the vehicle on the high-frequency road surface.

[0005] Therefore, how to reasonably control the full active hydraulic suspension system has become an urgent problem to be solved. Summary of the Invention

[0006] The present application provides a method and a vehicle for controlling a full active suspension system. The method can decouple the operations of the EHP and the shock absorber during the driving process of the vehicle, and no longer control the EHP to be continuously turned on during suspension adjustment. Instead, according to the state of the vehicle and the environment at the current position, the turning-on timing of the EHP is determined, so that the vehicle can adapt to and meet the suspension adjustment requirements under different working conditions.

[0007] In a first aspect, a method for controlling a full active suspension system is provided. The method includes: determining a target suspension adjustment device of the vehicle according to state parameters of the vehicle and / or environmental parameters of the location where the vehicle is located, where the target suspension adjustment device includes an electro-hydraulic device or a shock-absorbing device, the environmental parameters are used to represent the environmental state of the location where the vehicle is located, and the state parameters are used to represent the running state of the vehicle; determining target working parameters of the target suspension adjustment device according to the state parameters; controlling the target suspension adjustment device to operate with the target working parameters.

[0008] The above-mentioned electro-hydraulic device is an EHP, and the shock-absorbing device is a shock absorber.

[0009] In the above technical solution, during the vehicle driving process, the present application proposes a method for controlling a full active suspension system. The specific implementation process of this method is as follows: First, the vehicle determines different target suspension adjustment devices according to its own state parameters and / or environmental parameters of the location where the vehicle is located. The above determination of the opening timing of the electro-hydraulic pump according to the parameters realizes the decoupling of the electro-hydraulic pump and the shock absorber, so that the operation of the shock absorber is no longer controlled by the electro-hydraulic pump. At the same time, the above process can also determine the most suitable adjustment device according to the current state of the vehicle, can control the suspension adjustment more accurately, and can more accurately meet the suspension requirements of the vehicle in various situations, enabling the suspension system to better play its role.

[0010] In combination with the first aspect, in some possible implementation manners, the environmental parameters include the type of the road surface ahead and the road surface vibration frequency, the state parameters include the driving condition, and the preset vehicle function state. The determining of the target suspension adjustment device of the vehicle according to the state parameters of the vehicle and / or the environmental parameters of the location where the vehicle is located includes: when the type of the road surface ahead is a bumpy road surface, or the road surface vibration frequency is less than or equal to a preset vibration frequency, or the driving condition is a preset condition, or the preset vehicle function state is on, determining the target suspension adjustment device as the electro-hydraulic device; when the type of the road surface ahead is not the bumpy road surface, the road surface vibration frequency is greater than the preset vibration frequency, the driving condition is not the preset condition, and the preset vehicle function state is off, determining the target suspension adjustment device as the shock absorber device.

[0011] In the above technical solution, when the vehicle determines the target suspension adjustment device, by comprehensively considering various factors such as the type of the road surface ahead, the road surface vibration frequency, the driving condition, and the preset vehicle function, the vehicle can automatically switch the appropriate suspension adjustment method according to different driving conditions. This selection form of the suspension adjustment method can better adapt to different driving states, making the suspension adjustment process more flexible and stable, and improving the user's riding experience. In particular, the working characteristics of the electro-hydraulic pump itself determine that when the electro-hydraulic pump is working, it usually does not bring higher comfort. However, when the vehicle is driving on a road surface with large fluctuations or in a scenario where the driving state of the vehicle fluctuates greatly, the driving stability of the vehicle should be primarily ensured. In this case, using the electro-hydraulic pump can reduce the vibration of the vehicle as much as possible when the driving state of the vehicle is unstable, and improve the handling stability and safety of the vehicle in a driving state with obvious fluctuations.

[0012] Combined with the first aspect and the above implementation manners, in some possible implementation manners, determining the target working parameter of the target suspension adjusting device according to the state parameter includes: obtaining the basic working parameter of the target suspension adjusting device; determining whether the vehicle meets the enabling condition of the pose control function according to the state parameter, where the pose control function includes at least one of an anti-roll function and an anti-pitch function; when the vehicle does not meet the enabling condition, if the target suspension adjusting device is the electro-hydraulic device, determining the target working parameter as the basic working parameter; when the vehicle does not meet the enabling condition, if the target suspension adjusting device is the shock absorber, determining the target working parameter according to the state parameter.

[0013] In the above technical solution, when determining the target working parameter of the target suspension adjusting device, first obtain the basic working parameter of the target suspension adjusting device, and according to the actual driving state of the vehicle, judge whether the vehicle rolls or pitches, and then determine the target working parameter according to the judgment result and the type of the target suspension adjusting device. When the target suspension adjusting device is an electro-hydraulic pump and there is no roll or pitch of the vehicle, determine the target working parameter as the basic working parameter. Since the electro-hydraulic pump does not need to consider the driving comfort when intervening, directly determining the target working parameter can avoid unnecessary adjustment of the working parameter of the electro-hydraulic pump and reduce the energy consumption. When the target suspension adjusting device is a shock absorber, since the shock absorber needs to take into account the comfort requirement during operation, in this case, the vehicle needs to evaluate the current road surface condition in combination with the state parameter, effectively buffer and filter the vibration caused by the road surface undulation, and enhance the riding comfort and driving stability. In addition, the above provides different parameter determination strategies for different target suspension adjusting devices, which can make the suspension adjustment more targeted and flexible.

[0014] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the state parameter includes the vehicle speed, the pitch angle, and the first relative acceleration between the sprung mass and the unsprung mass on the left side corresponding to the target suspension adjusting device and the second relative acceleration between the sprung mass and the unsprung mass on the right side corresponding to the target suspension adjusting device. Determining the target working parameter according to the state parameter includes: taking the current moment as the end moment, determining the first moving root mean square of multiple pitch angles within the current moment and the first moving average value of the multiple first moving root mean squares; determining the second moving root mean square of multiple first relative accelerations within the current moment and the second moving average value of the multiple second moving root mean squares; determining the third moving root mean square of multiple second relative accelerations within the current moment and the third moving average value of the multiple third moving root mean squares; determining the target road surface grade according to the first moving average value, the vehicle speed, the second moving average value, and the third moving average value; determining the target working parameter as the working parameter corresponding to the target road surface grade.

[0015] In the above technical solution, when determining the target working parameters of the shock absorber, by calculating the first moving root mean square and the first moving average of multiple pitch angles, the second moving root mean square and the second moving average of multiple first relative accelerations, and the third moving root mean square and the third moving average of multiple second relative accelerations, the attitude changes of the vehicle and the acceleration information in different directions are comprehensively considered, and the current motion state of the vehicle can be described comprehensively and in detail. Compared with a single parameter, the above process can more accurately reflect various influences faced by the vehicle during driving. Based on the above multiple parameters reflecting the vehicle state, the target road surface grade is determined, which can fully consider the response characteristics of the vehicle under different road surface conditions and more accurately identify the current road surface grade of the vehicle. Finally, the target working parameters of the shock absorber are determined as the working parameters corresponding to the target road surface grade, so that the shock absorber can automatically adjust to a suitable working state according to different road surface conditions, achieving the effect of precise adjustment and improving the user experience.

[0016] Combined with the first aspect and the above implementation manners, in some possible implementation manners, determining the target road surface grade according to the first moving average, the vehicle speed, the second moving average, and the third moving average includes: based on the vehicle speed, correcting the second moving average to obtain a corrected second moving average, and based on the vehicle speed, correcting the third moving average to obtain a corrected third moving average; determining the maximum moving average among the corrected second moving average and the corrected third moving average; determining the road surface grade corresponding to the maximum moving average; in the case where the road surface grade corresponding to the maximum moving average is less than the first preset road surface grade and the first moving average is greater than or equal to the preset average, determining the target road surface grade as the second preset road surface grade, where the road surface undulation degree corresponding to the second preset road surface grade is greater than the road surface undulation degree corresponding to the first preset road surface grade; in the case where the road surface grade corresponding to the maximum moving average is greater than or equal to the first preset road surface grade, or the first moving average is less than the preset average, determining the target road surface grade as the road surface grade corresponding to the maximum moving average.

[0017] In the above technical solution, during the process of determining the target road surface grade, by respectively correcting the second moving average and the third moving average based on the vehicle speed, the influence of the key factor of vehicle speed on the vehicle vibration parameters is considered. At different vehicle speeds, the response of the vehicle to road surface excitation is different. Therefore, the corrected moving average can more accurately reflect the vibration state of the vehicle at the actual vehicle speed. Further, determining the road surface grade according to the corrected moving average and the first moving average can evaluate the flatness of the road where the vehicle is currently located from multiple dimensions, avoid misjudgment caused by single-parameter judgment, and make the process of determining the road surface grade more reliable.

[0018] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the method further includes: when the vehicle meets the enabling condition of the roll prevention function, determining the target working parameter as the working parameter corresponding to the roll prevention function; when the vehicle meets the enabling condition of the pitch prevention function, determining the target working parameter as the working parameter corresponding to the pitch prevention function; when the vehicle meets the enabling condition of the roll prevention function and meets the enabling condition of the pitch prevention function, determining the target working parameter as the working parameter with the largest value among the working parameter corresponding to the roll prevention function and the working parameter corresponding to the pitch prevention function.

[0019] In the above technical solution, when the vehicle meets the enabling condition of the roll prevention function, determining the target working parameter as the working parameter corresponding to the roll prevention function can enable the shock absorber to adjust specifically. The above adjustment can improve the handling stability and riding comfort of the vehicle when the vehicle rolls. Similarly, when the vehicle meets the enabling condition of the pitch prevention function, determining the target working parameter as the working parameter corresponding to the pitch prevention function can better control the pitch attitude of the vehicle body and reduce the discomfort caused by the vehicle pitch to the user. When the enabling conditions of both functions are met, by using the working parameters corresponding to the two functions as the target working parameter, on the one hand, the problem of conflict between the working parameters of the two functions is solved, and on the other hand, by using the largest working parameter, the normal operation of both functions can be taken into account at the same time, so that the vehicle can maintain stability and comfort as much as possible.

[0020] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the roll prevention function includes a sliding mode control sub-function, an active body control sub-function and an active roll control sub-function. The steps for determining the working parameter corresponding to the roll prevention function include: activating the sliding mode control sub-function and obtaining the basic working parameter of the target suspension adjustment device; based on the sliding mode control algorithm and the state parameter, determining the additional working parameter required by the target suspension adjustment device when the vehicle returns to the preset roll angle; determining the sum of the additional working parameter and the basic working parameter; according to the state parameter, determining whether to activate at least one of the active body control sub-function and the active roll control sub-function; when it is determined to activate the active roll control sub-function, or when it is determined that both the active roll control sub-function and the active body control sub-function are activated, determining the working parameter corresponding to the roll prevention function as the first preset working parameter; when it is determined to activate the active body control sub-function, determining a parameter correction coefficient according to the vehicle speed, the steering wheel angle and the sum of the parameters; according to the parameter correction coefficient and the sum of the parameters, determining the working parameter corresponding to the roll prevention function; when it is determined not to activate the active body control sub-function and the active roll control sub-function, determining the working parameter corresponding to the roll prevention function as the sum of the parameters.

[0021] In the above technical solution, the basic working parameters are obtained by activating the sliding mode control sub-function, and the additional working parameters are determined based on the sliding mode control algorithm. The parameters required for the suspension adjustment device when the vehicle returns to the preset roll angle can be accurately calculated, providing an accurate basis for suspension adjustment, effectively suppressing vehicle roll, and improving driving stability and safety. Further, when the active roll control sub-function is activated, the maximum preset working parameters are directly adopted, which can provide the maximum degree of stability control for the vehicle when severe roll occurs; when only the active body control sub-function is activated, the parameter correction coefficient is determined by combining the vehicle speed and the steering wheel angle to adjust the parameters, which can achieve the effect of accurate correction in combination with the current actual roll state of the vehicle. The above correction strategies under different sub-function activations can improve the pertinence and effectiveness of anti-roll control. When the active body control sub-function and the active roll control sub-function are not activated, the sum of the parameters is used as the working parameter of the anti-roll function, taking into account the normal driving of the vehicle or the mild roll condition, and avoiding excessive intervention.

[0022] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the state parameter includes lateral acceleration, vehicle speed, steering wheel angle, and steering wheel rotation speed. Determining whether to activate at least one of the active body control sub-function and the active roll control sub-function according to the state parameter includes: when the lateral acceleration is greater than the first preset acceleration, determining that the active body control sub-function needs to be activated; when the lateral acceleration is less than or equal to the first preset acceleration, determining that the active body control sub-function does not need to be activated; when the vehicle speed is greater than the preset vehicle speed, according to the steering wheel rotation speed and the steering wheel angle, determining a first operation value; when the first operation value is greater than the preset value, performing normalization processing on the lateral acceleration to obtain the absolute value after normalization processing; when the absolute value after normalization processing is within the preset interval, determining to activate the active roll control sub-function; when the vehicle speed is less than or equal to the preset vehicle speed, or the first operation value is less than or equal to the preset value, or the absolute value after normalization processing is not within the preset interval, determining not to activate the active roll control sub-function.

[0023] In the above technical solution, by detecting whether the lateral acceleration exceeds the preset value to determine whether to activate the sub-function, it is possible to effectively suppress vehicle body roll in cases such as high-speed cornering or emergency lane change, thereby improving the handling and stability of the vehicle. Combining multiple parameters such as vehicle speed, steering wheel rotation speed, and steering wheel angle for comprehensive judgment ensures that the vehicle can accurately adjust the roll angle according to actual needs under complex working conditions, further enhancing driving stability, and the comprehensive judgment of multiple parameters can accurately identify the vehicle's demand for the sub-function. The above-mentioned sub-functions are not always activated, but are dynamically adjusted according to specific conditions, which can avoid unnecessary energy waste.

[0024] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the anti-pitching function includes a PID adjustment sub-function and an emergency state judgment sub-function. The determining step of the working parameters corresponding to the anti-pitching function includes: activating the PID adjustment sub-function; determining the limited working parameters of the target suspension adjustment device based on the PID control algorithm and the state parameters; determining whether to activate the emergency state judgment sub-function according to the state parameters; in the case of determining to activate the emergency state judgment sub-function, determining the working parameters corresponding to the anti-pitching function as the second preset working parameters; in the case of determining not to activate the emergency state judgment sub-function, determining the working parameters corresponding to the anti-pitching function as the limited working parameters.

[0025] In the above technical solution, by activating the PID adjustment sub-function and determining the limited working parameters based on the PID control algorithm, it is possible to effectively suppress the pitching of the vehicle when the vehicle has a slight pitch, improving the driving stability and safety. Further, in the case where the emergency state judgment sub-function is activated, directly adopting the maximum preset working parameters can provide the maximum degree of stability control for the vehicle when the vehicle has a severe pitch.

[0026] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the state parameters include the accelerator pedal travel, the longitudinal acceleration, and the brake master cylinder pressure. The determining whether to activate the emergency state judgment sub-function according to the state parameters includes: performing a differential operation on the accelerator pedal travel to obtain the change rate of the accelerator pedal travel; in the case where the change rate of the accelerator pedal travel is greater than the preset travel change rate, determining to activate the emergency state judgment sub-function; in the case where the change rate of the accelerator pedal travel is less than or equal to the preset travel change rate, if the absolute value of the longitudinal acceleration is greater than the second preset acceleration, determining to activate the emergency state judgment sub-function; if the absolute value of the longitudinal acceleration is less than or equal to the second preset acceleration, determining whether the brake master cylinder pressure is greater than the preset pressure; in the case where the brake master cylinder pressure is less than or equal to the preset pressure, determining not to activate the emergency state judgment sub-function; in the case where the brake master cylinder pressure is greater than the preset pressure, performing a differential operation on the brake master cylinder pressure to obtain the change rate of the brake master cylinder pressure; in the case where the change rate of the brake master cylinder pressure is greater than the preset pressure change rate, determining to activate the emergency state judgment sub-function; in the case where the change rate of the brake master cylinder pressure is less than or equal to the preset pressure change rate, determining not to activate the emergency state judgment sub-function.

[0027] In the above technical solution, when determining whether to activate the emergency state judgment sub-function, when the change rate of the accelerator pedal travel of the vehicle is greater than the preset travel change rate, it indicates that the accelerator pedal of the vehicle is being quickly depressed at this time, which may be a situation where the vehicle needs to accelerate urgently. To avoid a large degree of pitching of the vehicle during rapid acceleration. The vehicle can activate the emergency state judgment sub-function to keep the vehicle stable. When the change rate of the accelerator pedal travel of the vehicle is less than or equal to the preset travel change rate, considering the longitudinal acceleration can determine whether the vehicle is currently experiencing an emergency deceleration or acceleration change, so as to judge whether the emergency state judgment sub-function needs to be activated. Further considering the brake master cylinder pressure and the change rate of the brake master cylinder pressure, it is possible to determine whether the vehicle is in an emergency braking state, and activate the emergency state judgment sub-function when in the emergency braking state. The above-mentioned multiple logical judgments comprehensively consider the large-degree pitching actions that may occur to the vehicle in different scenarios, ensuring the accuracy and timeliness of the activation of the emergency state judgment sub-function. At the same time, the comprehensive judgment of multiple state parameters can avoid misjudgment caused by a single parameter.

[0028] In a second aspect, a device for controlling a fully active suspension system is provided. The device includes: an adjustment device determination module, configured to determine a target suspension adjustment device of the vehicle according to state parameters of the vehicle and / or environmental parameters of a location where the vehicle is located, the target suspension adjustment device including an electro-hydraulic device or a shock absorber, the environmental parameter being used to represent an environmental state of the location where the vehicle is located, and the state parameter being used to represent an operating state of the vehicle; a parameter determination module, configured to determine target operating parameters of the target suspension adjustment device according to the state parameter; and an operation control module, configured to control the target suspension adjustment device to operate with the target operating parameters.

[0029] In a third aspect, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation manner of the first aspect.

[0030] In a fourth aspect, a computer program product is provided. The computer program product includes: computer program code, which when running on a computer, causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect.

[0031] In a fifth aspect, a computer-readable storage medium is provided. The computer-readable storage medium stores computer program code, which when running on a computer, causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect. Description of the Drawings

[0032] Figure 1 It is a schematic structural diagram of a fully active hydraulic suspension system provided by an embodiment of the present application;

[0033] Figure 2 It is a schematic flowchart of a method for controlling a fully active suspension provided by an embodiment of the present application;

[0034] Figure 3 It is a schematic flowchart of a method for determining target working parameters provided by an embodiment of the present application;

[0035] Figure 4 It is a schematic flowchart of a method for determining whether to activate an active body control sub - function provided by an embodiment of the present application;

[0036] Figure 5 It is a schematic flowchart of a method for determining whether to activate an active roll control sub - function provided by an embodiment of the present application;

[0037] Figure 6 It is a flowchart of a method for determining whether to activate an emergency state judgment sub - function provided by an embodiment of the present application;

[0038] Figure 7 It is a schematic flowchart of another method for controlling a fully active suspension system provided by an embodiment of the present application;

[0039] Figure 8 It is a schematic structural diagram of a device for controlling a fully active suspension system provided by an embodiment of the present application;

[0040] Figure 9 It is a schematic structural diagram of a vehicle provided by an embodiment of the present application. Detailed implementation manners

[0041] Next, the technical solutions in the present application will be clearly and elaborately described in conjunction with the accompanying drawings. Among them, in the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B can represent A or B. The "and / or" in the text is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality of" means two or more than two.

[0042] Hereinafter, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as implying or suggesting relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0043] Before introducing the solution of the embodiments of the present application, the application scenarios of the embodiments of the present application will be introduced first.

[0044] It should be understood that the method for controlling a fully active suspension system provided by the embodiments of the present application can be applied to a fully active suspension system, specifically to a fully active hydraulic suspension system in the fully active suspension system.

[0045] To understand the application scenarios of the embodiments of the present application in detail, the structure and working principle of the fully active hydraulic suspension system involved in the embodiments of the present application will be introduced below.

[0046] Figure 1 It is a schematic structural diagram of a fully active hydraulic suspension system provided by the embodiments of the present application.

[0047] Exemplarily, as Figure 1 shown, the fully active hydraulic suspension system 100 includes: a high-precision binocular camera, an inertial measurement unit (IMU), an electronic control unit (ECU, also referred to as a controller), and suspension adjustment-related components installed on each of the four wheels.

[0048] Optionally, the suspension adjustment-related components include height sensors, electro-hydraulic pumps, shock absorbers, and single-chamber air springs.

[0049] As Figure 1 shown, a height sensor 1, an electro-hydraulic pump 1, a single-chamber air spring 1, and a shock absorber 1 are installed on the left front wheel, a height sensor 2, an electro-hydraulic pump 2, a single-chamber air spring 2, and a shock absorber 2 are installed on the right front wheel, a height sensor 3, an electro-hydraulic pump 3, a single-chamber air spring 3, and a shock absorber 3 are installed on the left rear wheel, and a height sensor 4, an electro-hydraulic pump 4, a single-chamber air spring 4, and a shock absorber 4 are installed on the right rear wheel.

[0050] The height sensors, electro-hydraulic pumps, shock absorbers, and single-chamber air springs installed at each of the above-mentioned wheels correspond to a quarter suspension model of the vehicle.

[0051] Based on the composition of the fully active hydraulic suspension system 100 above, the embodiments of the present application take the quarter suspension model of the left front wheel as an example of the suspension model of the fully active hydraulic suspension system 100 to introduce the working principle of the fully active hydraulic suspension system 100.

[0052] During vehicle driving, a high-precision binocular camera continuously collects image information of the road ahead of the vehicle to monitor the road conditions in front of the vehicle in real time. At the same time, the IMU measures motion state information such as the vehicle's acceleration and angular velocity. The height sensor 1 continuously monitors the change in the height of the vehicle body relative to the left front wheel. The information collected by the above high-precision binocular camera and the information collected by the IMU are both sent to the ECU, and the ECU determines whether to adjust the suspension based on this information.

[0053] When it is determined that the suspension needs to be adjusted, the ECU can control the electro-hydraulic pump 1 to start working, so as to push the piston of the shock absorber 1 to move during the operation of the electro-hydraulic pump 1, achieving the effect of adjusting the damping force. If the shock absorber 1 needs to be stretched, the ECU needs to control the electro-hydraulic pump 1 to rotate forward, establish a corresponding pressure difference in the oil circuit, make the hydraulic oil flow to the shock absorber 1, and push the piston to realize the stretching of the shock absorber 1; if the shock absorber 1 needs to be compressed, the ECU needs to control the electro-hydraulic pump 1 to rotate in reverse, change the flow direction and pressure of the hydraulic oil, and make the shock absorber 1 compressed. By controlling the rotation speed and steering of the electro-hydraulic pump 1, the telescopic degree of the shock absorber 1 can be accurately adjusted to achieve the required suspension damping.

[0054] Under the action of the electro-hydraulic pump 1, the ECU can adjust the valve opening degree or other damping adjustment mechanisms inside the shock absorber 1, thereby changing the damping coefficient and providing an appropriate damping force to attenuate the vehicle body vibration.

[0055] During the process of adjusting the fully active hydraulic suspension system described above, the stretching or compression of the shock absorber is directly controlled by the steering and rotation speed of the electro-hydraulic pump. In other words, when the electro-hydraulic pump is working, the motion state of the shock absorber piston completely depends on the pressure difference established by the electro-hydraulic pump and the flow direction of the hydraulic oil. The control of the electro-hydraulic pump and the shock absorber is interrelated, that is, the electro-hydraulic pump and the shock absorber are coupled. Based on the characteristics of the electro-hydraulic pump itself, the maximum time for the electro-hydraulic pump to switch between forward and reverse rotation and establish a pressure difference is usually about 100 ms. When the vehicle is driving on a high-frequency road surface, due to the fast change frequency of the road surface bumps, it is required that the fully active hydraulic suspension system can quickly switch between different pressures and flows. However, due to the long response time of the electro-hydraulic pump itself, it is difficult to meet the requirement of the suspension system to quickly adjust the pressure under high-frequency excitation. Therefore, the above method of coupling the electro-hydraulic pump and the shock absorber to adjust the suspension cannot well meet the adjustment requirements of the vehicle under different working conditions.

[0056] Based on the above problems, the embodiment of the present application proposes a method for controlling a fully active suspension system. This method can decouple the operation of the electro-hydraulic pump and the shock absorber during vehicle driving, and no longer control the electro-hydraulic pump to be continuously turned on during suspension adjustment. Instead, according to the vehicle state and the environment at the current position, the opening timing of the electro-hydraulic pump is determined, so that the vehicle can adapt to and meet the suspension adjustment requirements under different working conditions.

[0057] The following is through Figure 2An introduction is given to a method for controlling a full active suspension system provided by an embodiment of the present application.

[0058] Figure 2 It is a schematic flowchart of a method for controlling a full active suspension provided by an embodiment of the present application. It should be understood that this method is mainly applied to Figure 1 the full active suspension system 100 therein, and specifically applied to the ECU in the full active suspension system 100. In the following introduction of the embodiments of the present application, a quarter suspension model is used for example. Exemplarily, it is assumed that the quarter suspension model is the suspension model corresponding to the left front wheel.

[0059] Exemplarily, as Figure 2 shown, this method 200 includes the following steps 201 - step 203.

[0060] 201. Determine the target suspension adjustment device of the vehicle according to the state parameters of the vehicle and / or the environmental parameters of the location where the vehicle is located. The target suspension adjustment device includes an electro - hydraulic device or a shock absorber. The environmental parameters are used to represent the environmental state of the location where the vehicle is located, and the state parameters are used to represent the operating state of the vehicle.

[0061] Combined with the foregoing, it can be known that in the related art, due to the working coupling of the electro - hydraulic pump and the shock absorber, when the vehicle is driving on a high - frequency road surface and the electro - hydraulic pump is turned on, the full active hydraulic suspension system cannot meet the suspension adjustment requirements of the vehicle on the high - frequency road surface. Therefore, in the embodiments of the present application, during the driving process of the vehicle, the working processes of the electro - hydraulic pump and the shock absorber can be decoupled so that the working of the shock absorber is no longer affected by the working of the electro - hydraulic pump.

[0062] Specifically, in the embodiments of the present application, the ECU can determine the target suspension adjustment device of the vehicle according to the state parameters of the vehicle and / or the environmental parameters of the location where the vehicle is located. The target suspension adjustment device includes an electro - hydraulic device or a shock absorber. The electro - hydraulic device is the electro - hydraulic pump, and the shock absorber is the shock absorber. In the case where the quarter suspension model is the suspension model of the left front wheel, the electro - hydraulic pump is specifically the electro - hydraulic pump installed on the left front wheel, and the shock absorber is specifically the shock absorber installed on the left front wheel.

[0063] It should be understood that when the target suspension adjustment device is different, the above-mentioned decoupling of the working processes of the electro-hydraulic pump and the shock absorber has different meanings. When the target suspension adjustment device is an electro-hydraulic pump, the purpose of the electro-hydraulic pump is to provide hydraulic power for the entire suspension system, while the purpose of the shock absorber is to timely attenuate the vibration during the vehicle's driving process. Even if the two are decoupled, the vehicle still needs to achieve vibration attenuation through the shock absorber. Therefore, decoupling the working processes of the electro-hydraulic pump and the shock absorber means that when the electro-hydraulic pump is working, the embodiment of the present application calibrates the solenoid valve opening of a suitable shock absorber so that the shock absorber is in a working state that meets the best performance of the current electro-hydraulic pump, and is not directly affected by the direction and speed of the electro-hydraulic pump. Therefore, this decoupling method is consistent with the actual control logic, allowing the shock absorber to work independently, and at the same time can serve the suspension system together with the electro-hydraulic pump. The above-mentioned target suspension adjustment device is an electro-hydraulic pump. To a certain extent, it can be understood that the electro-hydraulic pump is the main suspension adjustment device. When the target suspension adjustment device is a shock absorber, since the electro-hydraulic pump is no longer turned on in this case, the working processes of the electro-hydraulic pump and the shock absorber can be decoupled.

[0064] The state parameter is used to indicate the current operating state of the vehicle, and the environmental parameter is used to indicate the environmental state of the vehicle's location.

[0065] Optionally, in the process of determining the target suspension adjustment device, the environmental parameters include the type of the road ahead and the vibration frequency of the road surface. The state parameters include the current driving condition of the vehicle and the preset vehicle function state.

[0066] Optionally, pre-set vehicle functions include a sand pit escape function, a dancing function or a torque control function.

[0067] The process of obtaining the above-mentioned environmental parameters and state parameters, and how the ECU determines the target suspension adjustment device based on the environmental parameters and / or state parameters are as follows.

[0068] In one possible implementation, the environmental parameters include the road surface type and road vibration frequency ahead, and the state parameters include the driving condition and a preset vehicle function state. Determining a target suspension adjustment device for the vehicle based on the vehicle state parameters and / or environmental parameters at the vehicle's location includes:

[0069] When the road ahead is bumpy, or the road vibration frequency is less than or equal to a preset vibration frequency, or the driving condition is a preset condition, or the preset vehicle function state is on, determining that the target suspension adjustment device is an electro-hydraulic device;

[0070] When the road surface type ahead is not a bumpy road surface, and the road surface vibration frequency is greater than the preset vibration frequency, and the driving condition is not the preset condition, and the preset vehicle function state is off, determine that the target suspension adjustment device is a shock absorber.

[0071] Exemplarily, the process of obtaining the road surface type ahead is as follows: During vehicle driving, the ECU can collect the road image ahead of the vehicle driving road through the high-precision binocular camera in the fully active hydraulic suspension system. Further, through the image recognition algorithm, the road image is recognized to obtain the road surface type ahead of the current position of the vehicle.

[0072] Optionally, the road surface type ahead includes but is not limited to sandy road surface, muddy road surface, snowy road surface, highway road surface, bumpy road surface, flat road surface.

[0073] Exemplarily, the road surface vibration frequency can be calculated from the data collected by the height sensor installed on the left front wheel. The process is as follows: A counter is preset to record the number of operation cycles k. During vehicle driving, as the wheels pass through different road surface conditions, the vehicle body height will change regularly or irregularly, and the height sensor will monitor the height change of the vehicle body relative to the wheels in real time. The operation cycle k is a record of the vehicle body height change cycle. When the vehicle completes a specific height change cycle, or in other words, when it passes through a height change process that can be considered a complete cycle, the value of k will be incremented by 1.

[0074] During vehicle driving, the height data obtained by the height sensor is first processed by Kalman filtering to remove the noise in the height data. After filtering, the height data of the 10 cycles closest to the current moment is taken for analysis each time.

[0075] If among the height data of these 10 cycles, the height data of the first 5 cycles are all greater than 0 and the height data of the last 5 cycles are all less than 0, or the height data of the first 5 cycles are all less than 0 and the height data of the last 5 cycles are all greater than 0, it indicates that the vehicle has passed through an obvious road surface undulation within these 10 cycles. At this time, the counter records an increment of the road surface unevenness coefficient by 1.

[0076] When the road surface unevenness coefficient reaches 3, it indicates that the vehicle has experienced a relatively large number of obvious road surface undulation sections. At this time, based on the k counted by the aforementioned counter, the number of operation cycles experienced from the road surface unevenness coefficient of 1 to the current road surface unevenness coefficient of 3 is obtained, and then the road surface unevenness coefficient is set to 0.

[0077] Finally, the ECU can calculate the road surface vibration frequency according to the following formula (1).

[0078]

[0079] Wherein, in the above formula (1):

[0080] period: period, unit: second (s);

[0081] N: the number of operating cycles experienced from when the road surface unevenness coefficient is 1 to when the current road surface unevenness coefficient is 3;

[0082] x: road surface vibration frequency, unit: Hertz (Hz).

[0083] Optionally, the preset working conditions include the braking condition, the accelerating condition or the turning condition. Whether the vehicle is in the braking condition, the accelerating condition or the turning condition can be determined by the operating state of the vehicle.

[0084] The processes of whether the vehicle enters the braking condition, the accelerating condition or the turning condition are introduced separately below.

[0085] For the braking condition, the ECU can obtain the brake pedal opening, the brake pedal opening change rate, the longitudinal acceleration and the pitch angle (which can be obtained through the IMU). When the brake pedal opening is greater than the preset opening under the braking condition, and the brake pedal change rate is greater than the preset change rate under the braking condition, and the longitudinal acceleration is greater than the preset acceleration under the braking condition, and the pitch angle is greater than the preset pitch angle under the braking condition, the ECU determines that the vehicle meets the entry condition for the braking condition. When any of the above conditions is not met, the ECU determines that the vehicle does not meet the entry condition for the braking condition.

[0086] For the accelerating condition, the ECU can obtain the accelerator pedal opening, the accelerator pedal opening change rate, the longitudinal acceleration and the pitch angle (which can be obtained through the IMU). When the accelerator pedal opening is greater than the preset opening under the accelerating condition, and the accelerator pedal change rate is greater than the preset change rate under the accelerating condition, and the longitudinal acceleration is greater than the preset acceleration under the accelerating condition, and the pitch angle is greater than the preset pitch angle under the accelerating condition, the ECU determines that the vehicle meets the entry condition for the accelerating condition. When any of the above conditions is not met, the ECU determines that the vehicle does not meet the entry condition for the accelerating condition.

[0087] For the turning condition, the ECU can obtain the lateral acceleration, the steering wheel angle, the steering wheel angle change rate, the roll angle and the roll angle speed. When the lateral acceleration is greater than the preset lateral acceleration under the turning condition, and the steering wheel angle is greater than the preset angle under the turning condition, and the steering wheel angle change rate is greater than the preset angle change rate under the turning condition, and the roll angle is greater than the preset roll angle under the turning condition, and the roll angle speed is greater than the preset roll angle speed under the turning condition, the ECU determines that the vehicle meets the entry condition for the turning condition. When any of the above conditions is not met, the ECU determines that the vehicle does not meet the entry condition for the turning condition.

[0088] Exemplarily, for the functions of getting out of a sand pit, dancing, or torque control, they are usually vehicle functions that need to be manually activated. When at least one of these functions is activated, the corresponding function state will switch from the off state to the on state, which can be directly obtained by the ECU.

[0089] After obtaining the above various state parameters and environmental parameters, the ECU can determine the target suspension adjustment device according to various parameters.

[0090] The embodiments of the present application specifically provide the following several vehicle driving scenarios that require the electro-hydraulic pump to be turned on.

[0091] (1) The road surface type ahead is a bumpy road surface;

[0092] (2) The road surface vibration frequency is within the preset vibration frequency. Optionally, the preset vibration frequency is 6 Hz.

[0093] (3) The vehicle is in any one of the braking condition, the accelerating condition, or the turning condition.

[0094] (4) At least one of the functions of getting out of a sand pit, dancing, or torque control has a function state of on.

[0095] Therefore, when the ECU determines that the road surface type ahead is a bumpy road surface, or the road surface vibration frequency is less than or equal to the preset vibration frequency, or the current driving condition of the vehicle is a preset condition, or the preset vehicle function state is on, it is determined that the electro-hydraulic pump needs to be turned on, that is, the target suspension adjustment device is the electro-hydraulic pump.

[0096] On the contrary, when the ECU determines that the road surface type ahead is not a bumpy road surface, the road surface vibration frequency is greater than the preset vibration frequency, the driving condition is not a preset condition, and the preset vehicle function state is off, it is determined that the electro-hydraulic pump does not need to be turned on, that is, the target suspension adjustment device is the shock absorber.

[0097] 202. Determine the target working parameters of the target suspension adjustment device according to the state parameters.

[0098] After determining the target suspension adjustment device, in order to ensure that the target suspension adjustment device can work properly, the ECU needs to first determine the target working parameters of the target suspension adjustment device.

[0099] The following is the determination process of the target working parameters of the target suspension adjustment device.

[0100] In a possible implementation manner, determining the target working parameters of the target suspension adjustment device according to the state parameters includes:

[0101] Obtain the basic working parameters of the target suspension adjustment device;

[0102] Determine whether the vehicle meets the enabling condition of the pose control function according to the state parameter, where the pose control function includes at least one of an anti-roll function and an anti-pitch function;

[0103] When the vehicle does not meet the enabling condition, if the target suspension adjustment device is an electro-hydraulic device, determine the target working parameter as the basic working parameter;

[0104] When the vehicle does not meet the enabling condition, if the target suspension adjustment device is a shock absorber, determine the target working parameter according to the state parameter.

[0105] It should be understood that regardless of whether the target suspension adjustment device is an electro-hydraulic pump or a shock absorber, during the process of the ECU controlling the target suspension adjustment device, assuming that the vehicle does not experience any offset or vertical swing, there is a corresponding basic working parameter, which can be understood as the working parameter of the target suspension adjustment device when the vehicle is in an ideal situation. Therefore, before determining the target working parameter, the ECU can first obtain the basic working parameter of the target suspension adjustment device.

[0106] Optionally, the basic working parameters of the electro-hydraulic pump include the basic force required by the electro-hydraulic pump and the basic rotational speed when the electro-hydraulic pump works to reach the basic force.

[0107] The working process of the shock absorber is controlled by the working current of the shock absorber. Due to the working characteristics of the shock absorber, the working current of the shock absorber generally corresponds to a maximum current. Optionally, the maximum current in the embodiments of the present application can be 2A. Since the working current of the shock absorber is relatively small, for the convenience of calculation, in the embodiments of the present application, the calculation result can be first output as a relatively large constant (for example, the damping index), and then the final working current can be obtained through the conversion relationship between the damping index and the current. Therefore, the basic working parameter of the shock absorber in the embodiments of the present application is the basic damping index.

[0108] According to the different target suspension adjustment devices, the process of obtaining the basic working parameter can be divided into the following two scenarios.

[0109] Scenario 1: The process of obtaining the basic working parameter when the target suspension adjustment device is an electro-hydraulic pump.

[0110] The basic force required to be provided by the electro-hydraulic pump can be calculated through the vehicle dynamics equation, specifically through the motion equation of the suspension system. The motion equation of the suspension system can be specifically represented by the following formula (2).

[0111]

[0112] Among them, in formula (2):

[0113] m: The sprung mass in the suspension system, such as the mass part connected to the suspension, like the vehicle body, unit: kilogram (kg);

[0114] Acceleration of the sprung mass, unit: meter per second squared (m / s 2 );

[0115] c: Damping coefficient of the suspension system, reflecting the damping characteristics of the suspension system for vibration, unit: Newton - second per meter (N·s / m);

[0116] Velocity of the sprung mass, unit: meter per second (m / s);

[0117] Velocity of the unsprung mass, unit: meter per second (m / s);

[0118] k: Stiffness coefficient of the suspension system, used to measure the ability of the suspension to resist deformation, unit: Newton per meter (N / m);

[0119] x: Displacement of the sprung mass, unit: meter (m);

[0120] s: Displacement of the unsprung mass, unit: meter (m);

[0121] F(t): Force exerted by the electro - hydraulic pump, unit: Newton (N).

[0122] Exemplarily, the displacement, velocity, and acceleration of the above - mentioned sprung mass can be measured by displacement sensors, velocity sensors, and acceleration sensors on the sprung mass part of the vehicle. The displacement and velocity of the unsprung mass can be measured by displacement sensors and velocity sensors installed on the unsprung mass such as the wheels. The suspension damping coefficient and stiffness coefficient of the vehicle are determined by the design and structure of the suspension system and belong to inherent parameters.

[0123] Through the above parameters, the ECU can calculate the force exerted by the electro - hydraulic pump.

[0124] It should be understood that since the force exerted by the electro - hydraulic pump is closely related to the pressure difference generated by the electro - hydraulic pump during operation. Specifically, when the electro - hydraulic pump is working, the motor drives the pump shaft to rotate, causing the hydraulic oil in the electro - hydraulic pump to be pressurized, thus forming a pressure difference between the inlet and outlet of the electro - hydraulic pump. According to Pascal's theorem, the pressure difference in the hydraulic system can be transmitted equally. When the hydraulic oil with a certain pressure difference acts on the actuator, a corresponding force will be generated to drive the load to move, that is, the force exerted by the electro - hydraulic pump is generated.

[0125] And the rotational speed of the electro - hydraulic pump is positively correlated with the pressure difference. That is to say, when the force exerted by the electro - hydraulic pump is greater, the pressure difference generated by the electro - hydraulic pump during operation is greater, and the rotational speed of the electro - hydraulic pump is greater.

[0126] Therefore, the embodiments of the present application can pre-calibrate the corresponding electro-hydraulic pump speeds under different electro-hydraulic pump forces or different pressure differences. Thus, after the ECU calculates the electro-hydraulic pump force, it can obtain the electro-hydraulic pump speed by looking up a table. Alternatively, after obtaining the electro-hydraulic pump force, it can combine the flow rate of the hydraulic oil and the hydraulic formula to obtain the pressure difference, and determine the electro-hydraulic pump speed according to the relationship between the pressure difference and the calibrated pressure difference and speed.

[0127] Through the above process, the ECU can obtain the basic operating parameters of the electro-hydraulic pump.

[0128] Scenario 2: The process of obtaining the basic operating parameters when the target suspension adjustment device is a shock absorber.

[0129] It should be understood that when adjusting the suspension system and the electro-hydraulic pump does not need to intervene, the ECU in the embodiments of the present application can determine the basic damping index of the shock absorber according to the driving mode in which the vehicle is currently located.

[0130] Optionally, the driving modes include a standard mode, a sport mode, and a comfort mode.

[0131] It should also be understood that the driving modes here do not only exist in scenarios where the electro-hydraulic pump does not need to intervene. When the electro-hydraulic pump intervenes, the vehicle may also be in any one of the above three driving modes. However, since the intervention conditions of the electro-hydraulic pump have a higher priority, when the ECU determines that the vehicle meets one of the conditions for the electro-hydraulic pump to intervene, it no longer pays attention to which driving mode the vehicle is in.

[0132] Exemplarily, when any one of the driving modes is activated, the signals of the corresponding mode state switches are different. Therefore, the ECU can determine which driving mode the current vehicle is in through the mode state switches of different driving modes.

[0133] According to the different driving modes of the vehicle, the ECU can calculate the basic damping index of the shock absorber in different driving modes respectively, which will be introduced in different cases below.

[0134] Case 1: The calculation process of the basic damping index when the driving mode is the sport mode.

[0135] When the ECU determines that the driving mode of the current vehicle is the sport mode, since the driving style of the vehicle in this driving mode is relatively intense. Therefore, in order to ensure the operation stability of the vehicle, the embodiments of the present application adopt a floor control algorithm in this driving mode to enhance the vehicle's grip.

[0136] The ground-hitch control algorithm is a suspension control strategy that takes the interaction between the vehicle suspension system and the ground as the control objective. By adjusting the suspension parameters, it keeps the wheels in good contact with the ground, minimizes wheel bounce and vibration as much as possible, and improves the driving stability and handling performance of the vehicle.

[0137] Based on the ground-hitch control algorithm, when calculating the basic damping index of the shock absorber, the embodiments of the present application provide a selection step for two ways to determine the basic damping index as shown in the following formula (3). The ECU can select which damping index to use as the basic damping index according to the judgment conditions corresponding to each damping index.

[0138]

[0139] Wherein, in formula (3):

[0140] The first derivative of the vertical displacement of the unsprung mass, unit: meters per second (m / s);

[0141] The first derivative of the shock absorber stroke, unit: meters per second (m / s);

[0142] Saturation function, which is used to limit the damping index within the range of c min -c max This interval prevents the calculated value from exceeding the actual achievable range of the damper.

[0143] α: Tuning parameter for adjusting the performance of the control law, with a value range of [0,1];

[0144] c min : The minimum damping index that the shock absorber corresponding to the ground-hitch algorithm can reach;

[0145] c max : The maximum damping index that the shock absorber corresponding to the ground-hitch algorithm can reach.

[0146] In the above formula (3), the maximum damping index and the minimum damping index are limited by the design parameters of the shock absorber and are pre-calibrated parameters.

[0147] Exemplarily, the vertical displacement of the unsprung mass can be obtained by a displacement sensor at the unsprung mass, and the shock absorber stroke can be obtained by a displacement sensor at the shock absorber. After the ECU obtains the above two displacements, by solving the first derivative, it can obtain the first derivative of the vertical displacement of the unsprung mass and the first derivative of the shock absorber stroke, and judge which damping index to take for the current shock absorber by calculating the product of the two.

[0148] Thus, through the above process, the ECU can determine the basic damping index of the shock absorber when the driving mode is the sport mode.

[0149] Case 2: Calculation process of the basic damping index when the driving mode is standard mode or comfort mode.

[0150] When the ECU obtains that the current driving mode is standard mode or comfort mode, in order to improve driving comfort, the embodiment of the present application adopts a combination of the skyhook control algorithm and the acceleration driven damper (ADD) control algorithm to adjust the damping force of the vehicle suspension to keep the vehicle comfortable.

[0151] The skyhook control algorithm is a suspension control algorithm based on vehicle vertical acceleration feedback. This algorithm imagines the vehicle as a virtual "skyhook" connected by springs and dampers. By monitoring the vehicle's vertical acceleration and adjusting the suspension damping force according to a set control target, it aims to reduce vertical acceleration and vibration during driving.

[0152] The ADD control algorithm adjusts the suspension system's damping force in real time based on the vehicle's motion state, such as acceleration and speed. By monitoring and analyzing the vehicle's motion state, it automatically adjusts the suspension's damping coefficient to ensure the appropriate damping force under varying driving conditions.

[0153] When calculating the basic damping index of the shock absorber based on the skyhook control algorithm and the ADD control algorithm, similar to the process of determining the basic damping index through formula (3) mentioned above, the embodiment of the present application can follow the selection steps of the two damping index determination methods as shown in the following formula (4). The ECU can select which damping index to use as the basic damping index based on the judgment conditions corresponding to each damping index.

[0154]

[0155] Wherein, in formula (4):

[0156] c min : The minimum damping index that the shock absorber corresponding to the ceiling-ADD combination algorithm can achieve;

[0157] c max : The maximum damping index that the shock absorber can achieve corresponding to the ceiling-ADD combination algorithm;

[0158] The first differential of the vehicle body displacement, i.e., the vehicle body velocity, in meters per second (m / s);

[0159] The second derivative of the vehicle body displacement, i.e., the vehicle body acceleration, unit: meters per square second (m / s 2 );

[0160] The first derivative of the shock absorber stroke, i.e., the shock absorber stroke speed, unit: meters per second (m / s); α: the crossover frequency of the SH algorithm and the ADD algorithm, unit: radians per second (rad / s).

[0161] In the above formula (4), the maximum damping index and the minimum damping index are limited by the design parameters of the shock absorber and are pre-calibrated parameters. They can be the same as or different from the maximum damping index and the minimum damping index in formula (3). The embodiments of the present application do not limit this.

[0162] Exemplarily, the vehicle body displacement can be obtained by a displacement sensor at the vehicle body, and the shock absorber stroke can be obtained by a displacement sensor at the shock absorber. After the ECU obtains the above two displacements, by solving the first derivative and the second derivative of the vehicle body displacement, the vehicle body speed and the vehicle body acceleration are obtained; and, by solving the first derivative of the shock absorber stroke, the shock absorber stroke speed is obtained, and according to the judgment condition shown in formula (4), it is judged whether the current parameter meets the judgment condition of the maximum damping index.

[0163] When the ECU determines that the above parameters meet the judgment condition of the maximum damping index, it is determined that the basic damping index of the shock absorber under the combination algorithm of the skyhook and ADD is the maximum damping index; otherwise, it is determined that the basic damping index of the shock absorber under the combination algorithm of the skyhook and ADD is the minimum damping index.

[0164] Thus, through the above process, the ECU can determine the basic damping index of the shock absorber when the driving mode is the standard mode or the comfort mode.

[0165] It should be understood that the above basic working parameters are usually ideal working parameters and do not consider the lateral deviation or swing of the vehicle during driving. During the actual driving process of the vehicle, due to various factors such as roads, environments, or weather, unexpected offsets will inevitably occur. Therefore, considering the unexpected offsets of the vehicle, the embodiments of the present application also introduce two pose control functions to correct the above offsets.

[0166] Optionally, the pose control function includes an anti-roll function and an anti-pitch function. When the vehicle is turning, due to the centrifugal force, the vehicle body will tilt outward, and in severe cases, it may lead to vehicle out of control. The anti-roll function is used to reduce the amplitude of vehicle body roll in this situation by adjusting components such as the suspension and stabilizer bar, or intervening in wheel braking, power output, etc. When the vehicle is accelerating, the center of gravity moves backward, and the front of the vehicle will lift up; when braking, the center of gravity moves forward, and the front of the vehicle will dive downward. The anti-pitch function suppresses this pitching motion by adjusting suspension damping, spring stiffness, etc., or controlling the distribution of power and braking force.

[0167] Therefore, after obtaining the basic working parameters, the ECU can also judge whether the vehicle has a pitching or rolling phenomenon at this time according to the vehicle state parameters, so as to judge whether the vehicle meets the activation conditions of the pose control function. Among them, the vehicle meets the activation conditions of the pose control function, specifically referring to that the vehicle meets the activation conditions of the anti-roll function, and / or, the vehicle meets the activation conditions of the anti-pitch function. The vehicle does not meet the activation conditions of the pose control function, specifically referring to that the vehicle does not meet the activation conditions of the anti-roll function and the vehicle does not meet the activation conditions of the anti-pitch function.

[0168] Exemplarily, for the judgment of whether the anti-roll function is activated, those skilled in the art in the embodiments of the present application can preset a roll angle threshold and store it in the ECU. The activation condition of the anti-roll function is that the roll angle is greater than the roll angle threshold. During the vehicle driving process, the ECU can obtain the roll angle of the vehicle in real time and compare it with the roll angle threshold. When the roll angle of the vehicle is greater than the roll angle threshold, the vehicle meets the activation conditions of the anti-roll function, and the ECU determines that the anti-roll function needs to be activated; when the roll angle of the vehicle is less than or equal to the roll angle threshold, the vehicle does not meet the activation conditions of the anti-roll function, and the ECU determines that the anti-roll function does not need to be activated.

[0169] Similarly, for the judgment of whether the anti-pitch function is activated, those skilled in the art in the embodiments of the present application can preset a pitch angle threshold and store it in the ECU. The activation condition of the anti-pitch function is that the pitch angle is greater than the pitch angle threshold. During the vehicle driving process, the ECU can obtain the pitch angle of the vehicle in real time and compare it with the pitch angle threshold. When the pitch angle of the vehicle is greater than the pitch angle threshold, the vehicle meets the activation conditions of the anti-pitch function, and the ECU determines that the anti-pitch function needs to be activated; when the pitch angle of the vehicle is less than or equal to the pitch angle threshold, the vehicle does not meet the activation conditions of the anti-pitch function, and the ECU determines that the anti-pitch function does not need to be activated.

[0170] When the vehicle does not meet the enabling conditions of the pose control function, it indicates that the vehicle does not exhibit roll or pitch at this time. Combining the foregoing description, based on the characteristics of the electro-hydraulic pump, the electro-hydraulic pump cannot provide higher comfort when it is turned on, while the shock absorber is more about improving driving comfort and making the driver feel stable. Therefore, when the electro-hydraulic pump intervention is not required, in order to provide users with a better and smoother driving experience, in addition to considering the above roll prevention function and pitch prevention function, it is also necessary to consider the impact of road bumps on the operation of the shock absorber.

[0171] That is to say, when the target suspension adjustment device is an electro-hydraulic pump, only whether the vehicle rolls or pitches needs to be considered when determining the target working parameters; when the target suspension adjustment device is a shock absorber, in addition to considering whether the vehicle rolls or pitches, the road surface conditions of the road on which the vehicle is currently traveling also need to be considered when determining the target working parameters.

[0172] When the ECU determines that the vehicle does not meet the enabling conditions of the pose control function, if the target suspension adjustment device is an electro-hydraulic pump, it means that the impact of road surface conditions does not need to be considered currently, and the target working parameters can be directly determined as the basic working parameters. Specifically, the target working parameters are the basic acting force of the electro-hydraulic pump and the basic rotational speed corresponding to the basic acting force. If the target suspension adjustment device is a shock absorber, it means that the impact of road surface conditions needs to be considered currently. Therefore, in this case, the ECU needs to determine the target working parameters according to the state parameters.

[0173] When the target suspension adjustment device is a shock absorber and the vehicle does not meet the enabling conditions of the pose control function, the ECU can determine the current road surface conditions according to the state parameters and then obtain the target working parameters.

[0174] Optionally, the state parameters in the above case may include vehicle speed, pitch angle, the first relative acceleration between the sprung and unsprung masses on the left side corresponding to the target suspension adjustment device, and the second relative acceleration between the sprung and unsprung masses on the right side.

[0175] Among them, the specific meanings of the first relative acceleration between the sprung and unsprung masses on the left side corresponding to the target suspension adjustment device and the second relative acceleration between the sprung and unsprung masses on the right side are as follows: when the quarter-car model is the quarter-car model of the left front wheel, the target suspension adjustment device is the shock absorber installed on the left front wheel. The first relative acceleration between the sprung and unsprung masses on the left side corresponding to the target suspension adjustment device and the second relative acceleration between the sprung and unsprung masses on the right side refer to the first relative acceleration between the sprung and unsprung masses of the air spring of the left front wheel and the second relative acceleration between the sprung and unsprung masses of the air spring of the right front wheel.

[0176] Exemplarily, the ECU can acquire the vehicle speed through a speed sensor or estimate the vehicle speed through the wheel speed. For the pitch angle, the ECU can acquire it through an IMU. For the first relative acceleration and the second relative acceleration corresponding to the target suspension adjustment device, the ECU can measure the relative displacement between the sprung mass and the unsprung mass on the left side through the left height sensor corresponding to the target suspension adjustment device, and measure the relative displacement between the sprung mass and the unsprung mass on the right side through the right height sensor corresponding to the target suspension adjustment device. By calculating the second derivative of the two relative displacements respectively, the first relative acceleration and the second relative acceleration are obtained.

[0177] For example, when the quarter suspension model is the quarter suspension model of the left front wheel, the left height sensor refers to the height sensor on the left front wheel, and the right sensor refers to the height sensor on the right front wheel.

[0178] The process of determining the target working parameters according to the state parameters is as follows.

[0179] In a possible implementation manner, determining the target working parameters according to the state parameters includes:

[0180] Taking the current moment as the end moment, determining the multiple first moving root mean squares of multiple pitch angles within the current moment, and the first moving average value of the multiple first moving root mean squares;

[0181] Determining the multiple second moving root mean squares of multiple first relative accelerations within the current moment, and the second moving average value of the multiple second moving root mean squares;

[0182] Determining the multiple third moving root mean squares of multiple second relative accelerations within the current moment, and the third moving average value of the multiple third moving root mean squares;

[0183] Determining the target road surface grade according to the first moving average value, the vehicle speed, the second moving average value, and the third moving average value;

[0184] Determining the target working parameters as the working parameters corresponding to the target road surface grade.

[0185] When calculating the target working parameters according to the state parameters, in the embodiments of the present application, the current moment can be used as the end moment to calculate the multiple first moving root mean squares of multiple pitch angles within the current moment, and then determine the first moving average value of the multiple first moving root mean squares. Among them, the number of multiple pitch angles can be pre-calibrated according to the actual situation. Optionally, the number of multiple pitch angles is 15.

[0186] Exemplarily, when calculating the first moving root mean square of 15 pitch angles, the 15 pitch angles can be divided into groups of 5, and the first moving root mean square of each group of 5 pitch angles can be calculated respectively, so as to obtain 3 first moving root mean squares corresponding to 3 groups of pitch angles. By averaging these 3 first moving root mean squares, the first moving average value can be obtained.

[0187] Similarly, the ECU can also calculate the second moving root mean square of multiple first relative accelerations within the current moment according to the above calculation method, then determine the second moving average value of the multiple second moving root mean squares, and calculate the third moving root mean square of multiple second relative accelerations within the current moment, and then determine the third moving average value of the multiple third moving root mean squares. To ensure the unity of the moment, the number of the second relative acceleration and the third relative acceleration can be consistent with the number of the multiple pitch angles.

[0188] The above process of calculating the moving root mean square can also be replaced by the following steps, and the replacement process can be specifically represented by the following formula (5).

[0189]

[0190] Wherein, in formula (5):

[0191] X: reference value;

[0192] x: actual value;

[0193] k: calibration constant, usually 1.

[0194] After obtaining the first moving average value, the second moving average value and the third moving average value, the ECU can determine the current target road surface grade in combination with the vehicle speed, and regard the working parameters corresponding to the target road surface grade as the target working parameters.

[0195] Technicians can pre-calibrate the corresponding relationship between different road surface grades and the damping indexes corresponding to different road surface grades. After determining the current target road surface grade, the ECU can obtain the target damping index corresponding to the target road surface grade by looking up the table.

[0196] The following is the specific determination process of the target road surface grade.

[0197] In a possible implementation manner, determining the target road surface grade according to the first moving average value, the vehicle speed, the second moving average value and the third moving average value includes:

[0198] Based on the vehicle speed, correcting the second moving average value to obtain the corrected second moving average value, and based on the vehicle speed, correcting the third moving average value to obtain the corrected third moving average value;

[0199] Determine the maximum moving average among the corrected second moving average and the corrected third moving average;

[0200] Determine the road surface grade corresponding to the maximum moving average;

[0201] When the road surface grade corresponding to the maximum moving average is less than the first preset road surface grade and the first moving average is greater than or equal to the preset average, determine the target road surface grade as the second preset road surface grade, where the road surface undulation degree corresponding to the second preset road surface grade is greater than the road surface undulation degree corresponding to the first preset road surface grade;

[0202] When the road surface grade corresponding to the maximum moving average is greater than or equal to the first preset road surface grade, or the first moving average is less than the preset average, determine the target road surface grade as the road surface grade corresponding to the maximum moving average.

[0203] It should be understood that due to the different vibration characteristics caused by road surface excitation at different vehicle speeds. Specifically, the higher the vehicle speed, the change in the action frequency and intensity of road surface unevenness and other excitations on the vehicle will occur. Therefore, after obtaining the first moving average, the second moving average, and the third moving average, in order to improve the accuracy of vehicle vibration state judgment, the ECU can correct the second moving average and the third moving average calculated from the relative acceleration by the vehicle speed. The correction process can be expressed by the following formula (6).

[0204]

[0205] Wherein, in formula (6):

[0206] Y: The corrected moving average, including the second moving average or the third moving average, unit: meters per square second (m / s 2 )

[0207] K: The uncorrected moving average, including the corrected second moving average or the corrected third moving average, unit: meters per square second (m / s 2 )

[0208] v: Vehicle speed, unit: meters per second (m / s) or kilometers per hour (km / h), when the vehicle speed is 0, it is defaulted to 1; 40 is the correction coefficient, which is consistent with the unit of the vehicle speed.

[0209] After obtaining the corrected second moving average and the corrected third moving average, the ECU can select the moving average with the largest value from them through formula (6).

[0210] In the embodiments of the present application, a technician can pre-calibrate the correspondence between the maximum moving average and the road surface grade. After obtaining the current maximum moving average, the ECU can look up the table to obtain the road surface grade corresponding to the current maximum moving average. Optionally, in the embodiments of the present application, it can be set that the larger the maximum moving average, the larger the road surface grade and the greater the road surface undulation; the smaller the maximum moving average, the lower the road surface grade and the smaller the road surface undulation.

[0211] The ECU can compare the road surface grade corresponding to the maximum moving average with the first preset road surface grade, and compare the first moving average with the preset average value to evaluate the flatness of the current road surface. Optionally, the first preset road surface grade is 5.

[0212] It should be understood that since the maximum moving average is the moving average of the relative acceleration between the sprung mass and the unsprung mass. When the road surface grade corresponding to the maximum moving average is small and the maximum moving average is also small, it indicates that the movement difference between the sprung mass and the unsprung mass is not large and the current road surface is relatively flat. The first moving average is the moving average corresponding to the pitch angle. The pitch angle reflects the rotation of the vehicle about the transverse axis in the vertical plane. When the vehicle is driving on a sloped road surface, the pitch angle of the vehicle may also be large. Therefore, when the ECU determines that the road surface grade corresponding to the maximum moving average is less than the first preset road surface grade and the first moving average is greater than or equal to the preset average value, it is determined that the current vehicle may be on a road surface with a large slope and large undulation. In this case, in order to achieve a good adjustment effect, the ECU can directly determine the maximum road surface grade as the target road surface grade, and the maximum road surface grade is the second preset road surface grade. Optionally, the second preset road surface grade is 10. On the contrary, when the ECU determines that one of the above does not meet the conditions, it indicates that the undulation degree of the road surface where the current vehicle is located is not large, and the road surface grade corresponding to the maximum moving average can be determined as the target road surface grade.

[0213] To understand the above process, the following will introduce Figure 3 the determination process of the target working parameters in the embodiments of the present application.

[0214] Figure 3 is a schematic flowchart of a method for determining target working parameters provided by the embodiments of the present application.

[0215] Exemplarily, as Figure 3 shown, the method 300 includes the following steps 301 to step 310.

[0216] 301, Determine the multiple first moving root mean squares of multiple pitch angles within the current moment, and the first moving average of the multiple first moving root mean squares.

[0217] 302. Determine the multiple second root-mean-square displacements of the multiple first relative accelerations including the current moment, and the second displacement average value of the multiple second root-mean-square displacements.

[0218] 303. Determine the multiple third root-mean-square displacements of the multiple second relative accelerations including the current moment, and the third displacement average value of the multiple third root-mean-square displacements.

[0219] 304. Based on the vehicle speed, correct the second displacement average value to obtain the corrected second displacement average value.

[0220] 305. Based on the vehicle speed, correct the third displacement average value to obtain the corrected third displacement average value.

[0221] 306. Determine the maximum displacement average value between the corrected second displacement average value and the corrected third displacement average value, and determine the road surface grade corresponding to the maximum displacement average value.

[0222] 307. Determine whether the road surface grade corresponding to the maximum displacement average value is greater than or equal to the first preset road surface grade, or whether the first displacement average value is less than the preset average value.

[0223] In the case where the road surface grade corresponding to the maximum displacement average value is less than the first preset road surface grade and the first displacement average value is greater than or equal to the preset average value, execute step 308;

[0224] In the case where the road surface grade corresponding to the maximum displacement average value is greater than or equal to the first preset road surface grade, or the first displacement average value is less than the preset average value, execute step 309.

[0225] 308. Determine the target road surface grade as the second preset road surface grade.

[0226] 309. Determine the target road surface grade as the road surface grade corresponding to the maximum displacement average value.

[0227] 310. Determine whether the target road surface grade changes within 0.2 s.

[0228] When the target road surface grade changes within 0.2 s, execute step 312;

[0229] When the target road surface grade does not change within 0.2 s, execute step 311.

[0230] 311. Output the target road surface grade as the current road surface grade.

[0231] 312. Output the road surface grade 0.2 s ago as the current road surface grade.

[0232] Whether it is step 311 or step 312, the currently output road surface grade is actually the target road surface grade in the end. Because if the target road surface grade changes within 0.2 s, the road surface grade before the change is output, and the road surface grade before the change here is the target road surface grade 0.2 s ago.

[0233] 313. Determine the target working parameter as the working parameter corresponding to the target road surface grade.

[0234] The steps of the above steps 301 - step 313 have been introduced in detail in the foregoing text, and will not be elaborated here.

[0235] The above process is how to determine the road surface grade and the target working parameter of the corresponding shock absorber based on the state parameters when the vehicle does not meet the opening condition of the pose control function.

[0236] In another case, when the vehicle meets the opening condition of the pose control function, according to the differences in the pose control functions to be opened and the number of functions, the determination process of the target working parameter is specifically divided into the following cases.

[0237] In a possible implementation manner, the method further includes:

[0238] When the vehicle meets the opening condition of the anti-roll function, determine the target working parameter as the working parameter corresponding to the anti-roll function;

[0239] When the vehicle meets the opening condition of the anti-pitch function, determine the target working parameter as the working parameter corresponding to the anti-pitch function;

[0240] When the vehicle meets the opening condition of the anti-roll function and meets the opening condition of the anti-pitch function, determine the target working parameter as the working parameter with the largest value among the working parameters corresponding to the anti-roll function and the working parameters corresponding to the anti-pitch function.

[0241] It should be understood that when the vehicle meets the opening condition of the pose control function, if the target suspension adjustment device is a shock absorber, in combination with the foregoing introduction, when determining the target working parameter, factors such as the pose control function and the road surface grade need to be considered. However, generally, the target working parameter determined by the road surface grade is usually smaller than the target working parameter determined by the pose control function. When considering these two factors simultaneously, the finally determined target working parameter is based on the target working parameter with the larger value. Therefore, when the vehicle meets the opening condition of the pose control function, the embodiments of the present application only need to consider the working parameters under the pose control function. Thus, regardless of whether the target suspension adjustment device is an electro-hydraulic pump or a shock absorber, when the vehicle meets the opening condition of the pose control function, the target working parameter can be determined only according to the working parameters in the case where the pose control function is activated.

[0242] Specifically, there are three cases where the vehicle meets the enabling conditions for the pose control function.

[0243] In one case, the vehicle meets the enabling conditions for the anti-roll function. In this case, the ECU can obtain the working parameters corresponding to the anti-roll function through the correction or determination strategy under the anti-roll function, and the ECU can directly determine the target working parameters as the working parameters corresponding to the anti-roll function.

[0244] In another case, the vehicle meets the enabling conditions for the anti-pitch function. In this case, the ECU can obtain the working parameters corresponding to the anti-pitch function through the correction or determination strategy under the anti-pitch function, and the ECU can directly determine the target working parameters as the working parameters corresponding to the anti-pitch function.

[0245] In another case, the vehicle meets the enabling conditions for both the anti-roll function and the anti-pitch function. In this case, to ensure that both functions can operate normally, the ECU can select the working parameter with the largest value from the working parameters corresponding to the anti-roll function and the working parameters corresponding to the anti-pitch function as the target working parameters.

[0246] The following separately introduces the specific determination steps of the working parameters corresponding to the two functions.

[0247] The determination process of the working parameters corresponding to the anti-roll function.

[0248] In one possible implementation, the anti-roll function includes a sliding mode control sub-function, an active body control sub-function, and an active roll control sub-function. The determination steps of the working parameters corresponding to the anti-roll function include:

[0249] Activate the sliding mode control sub-function and obtain the basic working parameters of the target suspension adjustment device;

[0250] Based on the sliding mode control algorithm and the state parameters, determine the additional working parameters required by the target suspension adjustment device when the vehicle returns to the preset roll angle;

[0251] Determine the sum of the additional working parameters and the basic working parameters;

[0252] According to the state parameters, determine whether to activate at least one of the active body control sub-function and the active roll control sub-function;

[0253] When it is determined to activate the active roll control sub-function, or, when it is determined to have both the active roll control sub-function and the active body control sub-function, determine the working parameters corresponding to the anti-roll function as the first preset working parameters;

[0254] When it is determined that the active body control sub - function is activated, a parameter correction coefficient is determined according to the vehicle speed, the steering wheel angle, and the sum of parameters; and the working parameters corresponding to the anti - roll function are determined according to the parameter correction coefficient and the sum of parameters.

[0255] When it is determined that neither the active body control sub - function nor the active roll control sub - function is activated, the working parameters corresponding to the anti - roll function are determined as the sum of parameters.

[0256] Specifically, in the embodiments of the present application, the anti - roll function includes three sub - functions, namely Active Roll Control (ARC), Sliding Mode Control (SMC), and Active Body Control (ABC). When the vehicle rolls, SMC can quickly adjust the suspension system to reduce the influence of the road surface on the vehicle roll. Regardless of the driving conditions of the vehicle and the degree of roll tendency, SMC can play a basic control role and provide basic and general anti - roll control guarantee for the vehicle. Therefore, when it is determined that the anti - roll function is turned on, the ECU of the embodiments of the present application can synchronously activate SMC.

[0257] For the ABC and ARC functions, the main function of ABC is not only anti - roll, but also includes the control of the overall body posture of the vehicle. For example, in the working conditions such as vehicle acceleration, deceleration, and passing through bumpy roads, the smooth control of the vehicle body is realized. If the vehicle only shows slight roll during normal turning, it may be controlled only by SMC, and there is no need for ABC to perform complex body posture adjustment; while when the vehicle is in complex road conditions, such as turning and uneven road surface at the same time, resulting in large changes in the body posture, it is necessary to activate ABC to comprehensively control the vehicle body. Similarly, ARC mainly focuses on suppressing roll by actively controlling the roll moment of the vehicle, and usually has a significant effect in working conditions such as high - speed turning and sudden lane change of the vehicle, which are likely to generate large roll moments. Therefore, when the anti - roll function is turned on, it is necessary to judge whether the ABC and ARC functions need to be further activated according to the actual situation.

[0258] When SMC is activated, on the basis of the basic working parameters, the ECU can calculate the additional working parameters required by the target suspension adjustment device when the vehicle needs to return to the preset roll angle in the case of roll according to the sliding - mode control algorithm.

[0259] It should be understood that when the target suspension adjustment device is an electro-hydraulic pump, the operating parameter of the electro-hydraulic pump is the acting force. Therefore, the result calculated by the sliding mode control algorithm is the additional acting force. When the target suspension adjustment device is a shock absorber, the operating parameter of the shock absorber is the damping index. Combining the foregoing introduction, when calculating the damping index of the shock absorber, the ECU first calculates the acting force required by the shock absorber, and then based on the F-V curve of the shock absorber, obtains the operating current of the shock absorber, and then obtains the damping index. Therefore, whether the target suspension adjustment device is an electro-hydraulic pump or a shock absorber, essentially the additional operating parameter calculated by SMC is to calculate the additional acting force or further determine it through the additional acting force.

[0260] The following introduces the specific process of determining the additional operating parameters required by the target suspension adjustment device based on the sliding mode control algorithm and state parameters.

[0261] The core of the sliding mode control is to design a sliding mode surface s and make the system state trajectory reach this sliding mode surface within a finite time, and then approach the equilibrium point along the sliding mode surface. For the vehicle roll control problem, the sliding mode surface can be defined as a linear combination of the roll angle error and its derivative, and the design of the sliding mode surface can be expressed by the following formula (7).

[0262]

[0263] Among them, in formula (7):

[0264] s: sliding mode surface;

[0265] e: roll angle error, which is the error between the actual roll angle and the preset roll angle; unit: degree (°);

[0266] λ: positive design parameter;

[0267] The first derivative of the roll angle error, that is, the derivative of the roll angle error.

[0268] When calculating the required additional acting force, a roll dynamics model of the vehicle can be established, which can be specifically expressed by the following formula (8).

[0269]

[0270] Among them, in formula (8):

[0271] I: moment of inertia of the vehicle about the roll axis, unit: kilogram square meter (kg / m 2 )

[0272] c: roll damping coefficient, unit: Newton meter second per radian (N·m·s / rad);

[0273] k: Roll stiffness coefficient, unit: Newton - meter per radian (N·m / rad);

[0274] M ext : External disturbance torque, such as the roll torque caused by road unevenness or turning, unit: Newton - meter (N·m);

[0275] F add : The additional force required to be provided by the target suspension adjustment device, unit: Newton (N);

[0276] L: The lever arm of the force, unit: meter (m), referring to the vertical distance from the center of mass to the roll center;

[0277] Actual roll angle, unit: degree (°) or radian (rad);

[0278] The first - order derivative of the actual roll angle, that is, the roll - angle velocity, unit: radian per second (rad / s) or degree per second (° / s);

[0279] The second - order derivative of the actual roll angle, that is, the roll - angle acceleration, unit: radian per second squared (rad / s 2 ) or degree per second squared (° / s 2 ).

[0280] The moment of inertia of the vehicle about the roll axis, roll stiffness coefficient, and roll damping coefficient involved in the above formula (8) generally belong to the inherent parameters of the vehicle and can be directly obtained. The actual roll angle can be obtained through the IMU.

[0281] The lever arm of the force can be obtained by subtracting the height of the roll center from the height of the center of mass of the vehicle. Among them, the height of the center of mass is an inherent parameter of the vehicle and can be obtained.

[0282] For the height of the roll center of the vehicle, the ECU can approximately calculate it through the following formula (9).

[0283]

[0284] Among them, in formula (9):

[0285] h: The height of the roll center, unit: meter (m);

[0286] l1: The length of the upper cross - arm of the vehicle, unit: meter (m);

[0287] l2: The length of the lower cross - arm of the vehicle, unit: meter (m);

[0288] h1: The height from the connection point of the upper cross arm to the vehicle body to the ground, unit: meter (m);

[0289] h2: The height from the connection point of the lower cross arm to the vehicle body to the ground, unit: meter (m);

[0290] b: The projection distance of the upper and lower cross arms in the y direction, unit: meter (m). The establishment rule of the coordinate system where y is located is: with the center of mass of the vehicle as the origin, the z-axis is vertically upward, the y-axis points to the right side of the vehicle, and the x-axis points to the front of the vehicle.

[0291] The above parameters are all inherent geometric parameters of the vehicle and can be directly obtained. After the ECU obtains the above parameters, it can substitute them into formula (9) to obtain the roll center height of the vehicle, and by subtracting the center of mass height from the roll center height, the lever arm of the acting force can be obtained.

[0292] For the external disturbance torque, the embodiment of the present application can first calculate the lateral force of the tire through the tire cornering characteristic formula, and then obtain the disturbance torque caused by the lateral force based on the lateral force of the tire and the lever arm of the acting force. Among them, the tire cornering characteristic formula is shown in the following formula (10).

[0293] F y =k α α Formula (10)

[0294] Among them, in formula (10):

[0295] F y : The lateral force of the wheel, unit: Newton (N), including the lateral force of the front wheel and the lateral force of the rear wheel;

[0296] k α : The tire cornering stiffness, unit: Newton per degree (N / °), which can be obtained by looking up the table. The cornering stiffness of the front wheel and the rear wheel is generally different:

[0297] α: The tire cornering angle, unit: degree (°), including the front wheel cornering angle and the rear wheel cornering angle.

[0298] [[ID=##ID=38]]Among them, the front wheel cornering angle and the rear wheel cornering angle can be calculated through the following formulas (11)-(12).

[0299]

[0300] Among them, in formulas (11)-(12):

[0301] v x : The longitudinal speed of the vehicle, unit: meter per second (m / s);

[0302] v y : The lateral speed of the vehicle, unit: meter per second (m / s);

[0303] ω r : Yaw rate, unit: radian per second (rad / s);

[0304] δ: Steering wheel angle, unit: degree (°);

[0305] a: Distance between the center of mass and the front axle, unit: meter (m), which is an inherent parameter of the vehicle;

[0306] b: Distance between the center of mass and the rear axle, unit: meter (m), which is an inherent parameter of the vehicle;

[0307] k αf : Front wheel cornering stiffness, unit: Newton per degree (N / °);

[0308] k αr : Rear wheel cornering stiffness, unit: Newton per degree (N / °);

[0309] L: Wheelbase, unit: meter (m), which is an inherent parameter of the vehicle;

[0310] a f : Front wheel side slip angle, unit: degree (°);

[0311] a r : Rear wheel side slip angle, unit: degree (°).

[0312] The longitudinal speed, yaw rate, lateral speed, and steering wheel angle in the above formulas (11)-(12) can be obtained through the corresponding sensors installed on the vehicle.

[0313] After the ECU obtains various parameters shown in formulas (11)-(12), it can calculate the front wheel side slip angle and the rear wheel side slip angle of the vehicle. Further, substituting the front wheel side slip angle, the rear wheel side slip angle, and the corresponding tire cornering stiffness into formula (10), the front wheel lateral force and the rear wheel lateral force are obtained. Summing the front wheel lateral force and the rear wheel lateral force, and multiplying the sum value by the lever arm L of the aforementioned calculated acting force, the external disturbance torque M required in formula (8) can be obtained ext and then the additional acting force F can be calculated according to formula (8) [[ID=*45]] add .

[0314] When the target suspension adjustment device is an electro-hydraulic pump, the above additional acting force is the additional working parameter; when the target suspension adjustment device is a shock absorber, after the ECU obtains the above additional acting force, it can obtain the current speed of the shock absorber, and based on the current additional acting force and the shock absorber speed, find the corresponding additional working current on the F-V curve of the shock absorber, and convert it into a damping index, thereby obtaining the additional damping index.

[0315] Thus, when calculating the additional working parameters, the state parameters used include the actual roll angle, longitudinal speed, lateral speed, yaw rate, and steering wheel angle.

[0316] Furthermore, the ECU sums the additional force and the basic force of the electro-hydraulic pump to obtain the sum of the parameters when the target suspension adjustment device is the electro-hydraulic pump; it sums the additional damping index and the basic damping index to obtain the sum of the parameters when the target suspension adjustment device is the shock absorber.

[0317] The above sum of parameters is only the working parameters required for the vehicle to return to the preset roll angle calculated by the sliding mode control algorithm when SMC is activated, without considering the active roll control sub-function and the active body control sub-function. Actually, during the vehicle driving process, according to different vehicle driving states, the ECU also needs to combine the state parameters of the vehicle to determine whether to activate at least one of the above two sub-functions.

[0318] Next, it is introduced how the ECU determines whether to activate the active body control sub-function and the active roll control sub-function according to the state parameters.

[0319] When determining whether to activate the active body control sub-function and the active roll control sub-function, the state parameters include lateral acceleration, vehicle speed, steering wheel angle, and steering wheel rotation speed.

[0320] Exemplarily, the ECU can obtain the lateral acceleration through the lateral acceleration sensor on the vehicle, obtain the vehicle speed through the vehicle speed sensor or the wheel speed sensor; obtain the steering wheel angle through the angle sensor on the steering wheel; obtain the steering wheel rotation speed through the rotation speed sensor on the steering wheel.

[0321] In a possible implementation manner, determining whether to activate at least one of the active body control sub-function and the active roll control sub-function according to the state parameters includes:

[0322] When the lateral acceleration is greater than the first preset acceleration, it is determined that the active body control sub-function needs to be activated; when the lateral acceleration is less than or equal to the first preset acceleration, it is determined that the active body control sub-function does not need to be activated;

[0323] When the vehicle speed is greater than the preset vehicle speed, a first operation value is determined according to the steering wheel rotation speed and the steering wheel angle; when the first operation value is greater than the preset value, the lateral acceleration is normalized to obtain the absolute value after normalization; when the absolute value after normalization is within the preset range, it is determined to activate the active roll control sub-function; when the vehicle speed is less than or equal to the preset vehicle speed, or the first operation value is less than or equal to the preset value, or the absolute value after normalization is not within the preset range, it is determined not to activate the active roll control sub-function.

[0324] Next, through Figures 4 to 5 , the process of how the ECU determines whether to activate the above two sub-functions will be introduced in detail.

[0325] Figure 4 FIG. is a schematic flowchart of a method for determining whether to activate an active body control sub-function provided by an embodiment of the present application.

[0326] Exemplarily, as Figure 4 shown, the method 400 includes the following steps 401 to step 406.

[0327] 401, determine whether the lateral acceleration is greater than a first preset acceleration.

[0328] Optionally, the first preset acceleration is 3 m / s 2 .

[0329] When the lateral acceleration is greater than the first preset acceleration, step 403 is executed;

[0330] When the lateral acceleration is less than or equal to the first preset acceleration, step 402 is executed.

[0331] 402, determine that the correction coefficients of the working parameters of the target suspension adjustment devices on the four wheels are all 1. A correction coefficient of 1 means no correction.

[0332] 403, determine a second operation value X according to the vehicle speed and the steering wheel angle.

[0333] Among them, the process of determining the second operation value X can be represented by the following formula (13).

[0334] X = (v / 3.6) 2 * sin(δ * 32 / 512 * π / 180) / 3) Formula (13)

[0335] Among them, in formula (13):

[0336] v: vehicle speed, unit: kilometers per hour (km / h);

[0337] δ: Steering wheel angle, unit: degree (°).

[0338] The main physical meaning represented by the above formula (13) is used to determine whether the current vehicle is in an understeer state or an oversteer state.

[0339] After calculating the second operation value X through the above formula (13), as Figure 4 shown, the ECU can compare the lateral acceleration with X, that is, execute step 404.

[0340] 404. Determine whether the lateral acceleration is greater than X.

[0341] When the lateral acceleration is greater than X, execute step 405;

[0342] When the lateral acceleration is less than or equal to X, execute step 406.

[0343] 405. Determine the correction coefficient of the working parameters of the target suspension adjustment device on the four wheels.

[0344] Among them, when the lateral acceleration is greater than X, according to the actual vehicle test in the embodiments of the present application, in this scenario, it is necessary to correct the sum of the parameters of the target suspension adjustment device of the left front wheel and the sum of the parameters of the target suspension adjustment device of the right front wheel, and the corresponding correction coefficient is k, where k is greater than 1; while it is not necessary to correct the sum of the parameters of the target suspension adjustment device of the left rear wheel and the sum of the parameters of the target suspension adjustment device of the right rear wheel, so the corresponding correction coefficient is 1.

[0345] 406. Determine the correction coefficient of the working parameters of the target suspension adjustment device on the four wheels.

[0346] Among them, when the lateral acceleration is less than or equal to X, according to the actual vehicle test in the embodiments of the present application, the correction strategy in this scenario is opposite to the correction strategy in step 405. It is not necessary to correct the sum of the parameters of the target suspension adjustment device of the left front wheel and the sum of the parameters of the target suspension adjustment device of the right front wheel, and the corresponding correction coefficient is 1; while it is necessary to correct the sum of the parameters of the target suspension adjustment device of the left rear wheel and the sum of the parameters of the target suspension adjustment device of the right rear wheel, so the corresponding correction coefficient is k, where k is greater than 1.

[0347] It should be understood that the correction strategy in the above method 400 is applicable to both the correction scenarios where the target suspension adjustment device is an electro-hydraulic pump and the target suspension adjustment device is a shock absorber. When the target suspension adjustment device is an electro-hydraulic pump, the force of the electro-hydraulic pump is corrected; when the target suspension adjustment device is a shock absorber, the damping index of the shock absorber is corrected, so as to achieve the effect of correcting the working current of the shock absorber.

[0348] From Figure 4 It can be seen that as long as the lateral acceleration is greater than the first preset acceleration, regardless of whether the lateral acceleration is greater than X, the working parameters of the target suspension adjustment device of some of the four wheels need to be corrected (i.e., the correction coefficient is not 1). In the embodiment of the present application, when the ECU determines that the working parameters of the suspension adjustment device of any one of the four wheels need to be corrected, it is considered that the ABC sub-function needs to be activated.

[0349] Therefore, when the ECU determines that the lateral acceleration is greater than the first preset acceleration, it is considered that the ABC sub-function needs to be activated. On the contrary, when the ECU determines that the lateral acceleration is less than or equal to the first preset acceleration, it is considered that the ABC sub-function does not need to be activated.

[0350] Thus, through the above method 400, the ECU can determine whether the ABC sub-function needs to be activated.

[0351] Figure 5 It is a schematic flowchart of a method for determining whether the active roll control sub-function needs to be activated provided by the embodiment of the present application.

[0352] Exemplarily, as Figure 5 shown, the method 500 includes the following steps 501 to 507.

[0353] 501, Determine whether the vehicle speed is greater than the preset vehicle speed.

[0354] Optionally, the preset vehicle speed is 50 km / h.

[0355] In the case where the vehicle speed is less than or equal to the preset vehicle speed, step 502 is executed;

[0356] In the case where the vehicle speed is greater than the preset vehicle speed, step 503 is executed.

[0357] 502, Determine that the working parameter is 0.

[0358] 503, Determine the first operation value according to the steering wheel rotation speed and the steering wheel angle.

[0359] Among them, the process of determining the first operation value can be expressed by the following formula (14).

[0360] Y = ε * (cos(δ * 32 / 512 * π / 180) / 3) Formula (14)

[0361] Among them, in formula (14):

[0362] ε: Steering wheel rotation speed, unit: meters per second (m / s);

[0363] δ: Steering wheel angle, unit: degree (°).

[0364] The physical meaning of the above formula (14) is the same as that of formula (13), and it is also used to determine whether the vehicle is in an oversteering state or an understeering state.

[0365] After calculating the first operation value X through the above formula (14), as Figure 5 shown, the ECU can compare the first operation value with a preset value, that is, execute step 504. Optionally, the preset value is 0.

[0366] 504. Determine whether the first operation value is greater than the preset value.

[0367] Optionally, the preset value is 0.

[0368] When the first operation value is greater than the preset value, execute step 505;

[0369] When the first operation value is less than or equal to the preset value, return to step 502.

[0370] 505. Normalize the lateral acceleration to obtain the absolute value after normalization.

[0371] The above process of normalizing the lateral acceleration can be expressed by the following formula (15).

[0372]

[0373] Among them, in formula (15):

[0374] a y : Lateral acceleration, unit: meters per square second (m / s 2 ). 9.8 is the acceleration due to gravity.

[0375] After obtaining the absolute value of the normalized lateral acceleration through formula (15), the ECU can determine whether the absolute value after normalization is within a preset interval, that is, enter step 506.

[0376] 506. Determine whether the absolute value after normalization is within a preset interval.

[0377] Among them, the preset interval can be determined by the height of the vehicle's center of mass and the wheelbase, and the preset interval is specifically expressed as (T / 2H * 0.8, T / 2H). Among them, T is the height of the vehicle's center of mass, unit: meters (m); H is the wheelbase, unit: meters (m).

[0378] When the absolute value after normalization is within the preset interval, execute step 507;

[0379] In the case where the normalized absolute value is not within the preset interval, return to step 502.

[0380] 507. Determine that the working parameter is the maximum working parameter. The above maximum working parameter is the first preset working parameter.

[0381] In the embodiment of the present application, when it is determined that step 507 needs to be executed, the ECU considers that the ARC sub-function needs to be activated, that is, the maximum working parameter is output; on the contrary, when any of the cases where step 507 does not need to be executed, the ECU considers that the ARC sub-function does not need to be activated.

[0382] Therefore, through the above method 500, the ECU can determine whether the ARC sub-function needs to be activated.

[0383] According to the judgment results of whether the above two sub-functions are activated, the working parameters corresponding to the anti-roll function can be divided into the following situations.

[0384] It should be understood that in combination with Figures 4 to 5 It can be seen that when the ARC sub-function is activated, the output working parameter is the maximum working parameter. When the ABC sub-function is activated, only the sum of the parameters is corrected. Therefore, the correction result must be less than or equal to the maximum working parameter. In order to ensure the normal operation of the sub-function, when both sub-functions are activated at the same time, the working parameter of the sub-function with the largest value is taken. Here, regardless of which wheel the quarter suspension model corresponds to, the maximum working parameter is output.

[0385] Specifically, when the target suspension adjustment device is a shock absorber, the maximum working parameter is the maximum damping index. In particular, when the target suspension adjustment device is an electro-hydraulic pump, the working parameters of the electro-hydraulic pump include the electro-hydraulic pump speed. In order to prevent the force output by the electro-hydraulic pump from exceeding the working range of the electro-hydraulic pump, the maximum working parameter here refers to the maximum speed of the electro-hydraulic pump, so that the force of the electro-hydraulic pump reaches the force corresponding to the maximum speed.

[0386] In one case, when the ECU determines that the ARC sub-function needs to be activated or both the ARC sub-function and the ABC sub-function are activated at the same time, the maximum working parameter corresponding to the ARC sub-function is directly determined as the working parameter corresponding to the anti-roll function.

[0387] In another case, when the ECU determines that only the ABC sub-function needs to be activated, as Figure 4 shown, the ECU can calculate a second operation value according to the vehicle speed and the steering wheel angle, and judge the comparison result between the second operation value and the lateral acceleration to determine the parameter correction coefficient of the current sum of parameters.

[0388] Exemplarily, when it is determined that only the ABC function needs to be activated, if the quarter-car suspension model is the suspension model of the left front wheel, and if the lateral acceleration is less than or equal to X, the correction coefficient of the working parameter of the target suspension adjustment device on the left front wheel is k; when the lateral acceleration is greater than X, the correction coefficient of the working parameter of the target suspension adjustment device on the left front wheel is 1.

[0389] Optionally, the value of k can be calibrated according to different working parameters to establish the corresponding relationship between different acting forces and the correction coefficient k, as well as the corresponding relationship between different damping indices and the correction coefficient.

[0390] Among them, since the acting force of the shock absorber is also related to the current driving mode of the vehicle when the target suspension adjustment device is a shock absorber. Therefore, the embodiments of the present application can pre-calibrate the corresponding relationship between the damping index and the correction coefficient under different driving modes.

[0391] When the target suspension adjustment device is an electro-hydraulic pump, after the ECU calculates the sum of the basic acting force and the additional acting force, k can be obtained by looking up a table; or when the target suspension adjustment device is a shock absorber, after the ECU calculates the sum of the damping index corresponding to the basic working current and the damping index corresponding to the additional working current, k can be obtained by looking up a table according to the driving mode and the damping index.

[0392] After obtaining the parameter correction coefficient, the ECU can multiply the parameter correction coefficient by the sum of the parameters to obtain the working parameter corresponding to the anti-roll function.

[0393] In another case, when the ECU determines that the ABC function and the ARC sub-function do not need to be activated, the sum of the parameters determined by the SMC function can be directly determined as the working parameter corresponding to the anti-roll function.

[0394] Through the above process, the ECU can determine the working parameter corresponding to the anti-roll function.

[0395] The determination process of the working parameter corresponding to the anti-pitch function.

[0396] In a possible implementation, the anti-pitch function includes a proportional-integral-derivative (PID) regulation sub-function and an emergency state judgment sub-function. The steps for determining the working parameter corresponding to the anti-pitch function include:

[0397] Activate the PID regulation sub-function;

[0398] Based on the PID control algorithm and the state parameters, determine the limited working parameter of the target suspension adjustment device;

[0399] Determine whether to activate the emergency status judgment sub - function according to the status parameters;

[0400] When it is determined to activate the emergency status judgment sub - function, determine the working parameters corresponding to the anti - pitch function as the second preset working parameters;

[0401] When it is determined not to activate the emergency status judgment sub - function, determine the working parameters corresponding to the anti - pitch function as the restricted working parameters.

[0402] Specifically, in the embodiment of the present application, the anti - pitch function includes two sub - functions, namely the PID adjustment sub - function and the emergency judgment (EmeJu) sub - function. Among them, the PID adjustment sub - function is mainly used to maintain the stability of the vehicle's pitch attitude during vehicle driving, and is the basic control function to ensure good pitch stability of the vehicle during normal driving. The EmeJu sub - function is a more radical control strategy, mainly used to cope with severe pitch state changes in case of emergencies encountered by the vehicle. However, these emergency situations do not always occur during vehicle driving. Therefore, when the ECU determines that it is necessary to activate the anti - pitch function, the PID adjustment sub - function will be activated synchronously. For the EmeJu sub - function, it is determined whether to activate according to the status parameters.

[0403] When the PID adjustment sub - function is turned on, in order to suppress the excessive lifting of the vehicle head, the ECU can output the restricted working parameters of the target suspension adjustment device through the PID control algorithm and the status parameters, so as to effectively suppress the pitch of the vehicle. The "restriction" here is to keep the working parameters within a reasonable range, avoiding the working parameters being too large or too small and failing to achieve a good anti - pitch effect.

[0404] Specifically, when the ECU determines the restricted working parameters according to the PID control algorithm and the status parameters, the status parameters include the pitch angle and the pitch angular velocity.

[0405] Exemplarily, the ECU can obtain the pitch angle of the vehicle through the IMU. After obtaining the pitch angle, by taking the first - order derivative and the second - order derivative of the pitch angle respectively, the pitch angular velocity and the pitch angular acceleration are obtained.

[0406] In the process of determining the restricted working parameters of the target suspension adjustment device based on the above - mentioned status parameters and the PID control algorithm, the ECU first calculates the pitch - angle error based on the actual pitch angle and the preset pitch angle at the current moment, denoted as "e(t)=θ desired -θ(t)". Where θ desired is the preset pitch angle, generally 0°, and θ(t) is the actual pitch angle at the current moment.

[0407] During PID control, the proportional term calculates the control quantity proportionally according to the pitch angle error e(t). The proportional control quantity is u p (t) = K p ×e(t), where K p is the proportional coefficient. The role of the proportional term is to quickly respond to the pitch angle error. The greater the error, the stronger the control action, so that the vehicle pitch angle is adjusted towards the desired state.

[0408] In the integral term, the ECU can calculate the integral of the pitch angle error over time. The integral control quantity can be expressed by the following formula (16).

[0409]

[0410] Among them, in formula (16):

[0411] K i : integral coefficient.

[0412] In the derivative term, the ECU can predict the change trend of the pitch angle according to the change rate of the pitch angle (i.e., pitch angular velocity). The derivative control quantity can be expressed by the following formula (21).

[0413]

[0414] Among them, in formula (17):

[0415] K d : derivative coefficient.

[0416] By adding the proportional control quantity, integral control quantity and derivative control quantity, the total output of the PID controller can be obtained as shown in the following formula (18).

[0417]

[0418] After obtaining the total output of PID (or total control quantity), u(t) can be converted into restricted working parameters through a preset mapping relationship, specifically including the restricted acting force of the electro-hydraulic pump or the restricted damping index of the shock absorber.

[0419] The following introduces the process of how the ECU determines whether to activate the EmeJu sub-function according to the state parameters.

[0420] When determining whether to activate the EmeJu sub-function, the state parameters include the accelerator pedal travel, longitudinal acceleration and master cylinder pressure.

[0421] The ECU can obtain the accelerator pedal travel through the position sensor on the vehicle accelerator pedal; it can also obtain the brake master cylinder pressure through the pressure sensor on the brake master cylinder in the vehicle; and it can also obtain the longitudinal acceleration through the IMU.

[0422] In a possible implementation, according to the state parameters, it is determined whether to activate the emergency state judgment sub-function, including:

[0423] Perform a differential operation on the accelerator pedal travel to obtain the change rate of the accelerator pedal travel;

[0424] When the change rate of the accelerator pedal travel is greater than the preset travel change rate, it is determined to activate the emergency state judgment sub-function;

[0425] When the change rate of the accelerator pedal travel is less than or equal to the preset travel change rate, if the absolute value of the longitudinal acceleration is greater than the second preset acceleration, it is determined to activate the emergency state judgment sub-function; if the absolute value of the longitudinal acceleration is less than or equal to the second preset acceleration, it is determined whether the brake master cylinder pressure is greater than the preset pressure; when the brake master cylinder pressure is less than or equal to the preset pressure, it is determined not to activate the emergency state judgment sub-function; when the brake master cylinder pressure is greater than the preset pressure, perform a differential operation on the brake master cylinder pressure to obtain the change rate of the brake master cylinder pressure;

[0426] When the change rate of the brake master cylinder pressure is greater than the preset pressure change rate, it is determined to activate the emergency state judgment sub-function;

[0427] When the change rate of the brake master cylinder pressure is less than or equal to the preset pressure change rate, it is determined not to activate the emergency state judgment sub-function.

[0428] Next, through Figure 6 The process of determining whether to activate the EmeJu sub-function is introduced above.

[0429] Figure 6 It is a flowchart of a method for determining whether to activate the emergency state judgment sub-function provided by an embodiment of the present application.

[0430] Exemplarily, as Figure 6 shown, the method 600 includes:

[0431] 601, Perform a differential operation on the accelerator pedal travel to obtain the change rate of the accelerator pedal travel.

[0432] 602, Determine whether the change rate of the accelerator pedal travel is greater than the preset travel change rate.

[0433] When the change rate of the accelerator pedal travel is greater than the preset travel change rate, execute step 603;

[0434] When the change rate of the accelerator pedal stroke is less than or equal to the preset stroke change rate, step 604 is executed.

[0435] 603. Determine that the working parameter is the maximum working parameter.

[0436] 604. Determine whether the absolute value of the longitudinal acceleration is greater than the second preset acceleration.

[0437] If the absolute value of the longitudinal acceleration is greater than the second preset acceleration, return to step 603.

[0438] If the absolute value of the longitudinal acceleration is less than or equal to the second preset acceleration, execute step 605.

[0439] 605. Determine whether the brake master cylinder pressure is greater than the preset pressure.

[0440] When the brake master cylinder pressure is greater than the preset pressure, execute step 606.

[0441] When the brake master cylinder pressure is less than or equal to the preset pressure, execute step 608.

[0442] 606. Take the differential operation on the brake master cylinder pressure to obtain the change rate of the brake master cylinder pressure.

[0443] 607. Determine whether the change rate of the brake master cylinder pressure is greater than the preset pressure change rate.

[0444] When the change rate of the brake master cylinder pressure is greater than the preset pressure change rate, return to step 603.

[0445] When the change rate of the brake master cylinder pressure is less than or equal to the preset pressure change rate, execute step 608.

[0446] 608. Determine that the working parameter is 0.

[0447] In the embodiment of the present application, when it is determined that step 603 needs to be executed, the ECU considers that the EmeJu sub-function needs to be activated, that is, the maximum working parameter is output; on the contrary, when any of the cases where step 603 does not need to be executed, the ECU considers that the EmeJu sub-function does not need to be activated. Here, the maximum working parameter under the EmeJu sub-function can be the same as or different from the maximum working parameter under the ARC sub-function, and the embodiment of the present application does not limit this.

[0448] Therefore, through the above method 600, the ECU can determine whether the EmeJu sub-function needs to be activated.

[0449] When the ECU determines that the EmeJu sub - function needs to be activated, since the output under this sub - function is the maximum working parameter, it will necessarily be greater than the restricted working parameter. Therefore, in this case, the ECU determines the working parameter corresponding to the anti - pitch function as the maximum working parameter, that is, the second preset working parameter. When the ECU determines that the EmeJu sub - function does not need to be activated, it directly determines the working parameter corresponding to the anti - pitch function as the restricted working parameter.

[0450] Thus, through the above process, the ECU can determine the working parameter corresponding to the anti - pitch function.

[0451] It should be understood that when the target suspension adjustment device is a shock absorber, since in the above - mentioned introduction process, the basic damping index of the shock absorber may be the preset maximum damping index or the minimum damping index, therefore, in the subsequent correction process, it is necessary to ensure that the corrected target damping index does not exceed the maximum damping index; if the target damping index exceeds the maximum damping index, the maximum damping index is output.

[0452] It should be noted that, in order to ensure the comfort during the process of the anti - roll function and the anti - pitch function from being turned on to being turned off, the embodiment of the present application also proposes a strategy to enhance comfort when the function is turned off. Specifically, whenever the function is activated, a counter is set to start timing. When the activated working parameter remains stable and reaches the output value corresponding to this function, it is determined that the current function has entered a stable state. When the function is turned off, if the function is in a stable state at this time, the output working parameter of this function will not be immediately set to 0. Instead, the current working parameter is maintained for a period of time first, and then the working parameter is linearly decreased to 0 within a period of time.

[0453] 203, control the target suspension adjustment device to operate with the target working parameter.

[0454] After determining the target working parameter of the target suspension adjustment device through step 202, the ECU can use this target working parameter to control the operation of the target suspension adjustment device.

[0455] It should be noted that when the target suspension adjustment device is an electro - hydraulic pump, after determining the target force and the corresponding rotational speed of the electro - hydraulic pump, the ECU can control the electro - hydraulic pump to operate at the corresponding rotational speed to establish a pressure difference corresponding to the target force. And when the pressure difference is getting closer and closer to the target pressure difference, the embodiment of the present application can reduce the rotational speed of the electro - hydraulic pump so that the change speed of the pressure difference is a little slower during the process of approaching the target pressure difference.

[0456] After reaching the target pressure difference, the ECU can also determine whether the air spring needs to act. In the embodiment of the present application, when the electro-hydraulic pump is started, the scenarios where the air spring needs to act are generally the scenarios when the preset vehicle function starts as described above. When the air spring needs to act, the ECU can control the air spring to inflate to maintain vehicle body stability.

[0457] In addition, when the target suspension adjustment device is a shock absorber, since the shock absorber corresponds to a maximum working current (2A). Therefore, if the ECU determines that the current corresponding to the target damping index exceeds the maximum working current, the shock absorber is controlled to operate at the maximum working current.

[0458] In summary, during vehicle driving, the present application proposes a method for controlling a fully active suspension system. The specific implementation process of this method is as follows: First, the vehicle determines different target suspension adjustment devices according to its own state parameters and / or environmental parameters of the location where the vehicle is located. The above determination of the opening timing of the electro-hydraulic pump according to the parameters realizes the decoupling of the electro-hydraulic pump and the shock absorber, so that the operation of the shock absorber is no longer controlled by the electro-hydraulic pump. At the same time, the above process can also determine the most suitable adjustment device according to the current state of the vehicle, can control the suspension adjustment more accurately, and can more accurately meet the suspension requirements of the vehicle in various situations, enabling the suspension system to play a better role.

[0459] To facilitate understanding of the entire implementation process of the embodiment of the present application, the following Figure 7 introduces the process of the embodiment of the present application in detail.

[0460] Figure 7 is a schematic flowchart of another method for controlling a fully active suspension system provided by the embodiment of the present application.

[0461] Exemplarily, as Figure 7 shown, this method 700 includes the following steps 701 to step 719.

[0462] 701. Determine the target suspension adjustment device of the vehicle according to the state parameters of the vehicle and / or environmental parameters of the location where the vehicle is located. The target suspension adjustment device includes an electro-hydraulic device or a shock-absorbing device.

[0463] 702. Obtain the basic working parameters of the target suspension adjustment device.

[0464] 703. Determine whether the vehicle meets the opening condition of the pose control function according to the state parameters. The pose control function includes at least one of an anti-roll function and an anti-pitch function.

[0465] When the opening condition is met, according to the different functions that are turned on, execute step 707-step 708; or step 709-step 710, or step 711-step 712;

[0466] When the opening conditions are not met, depending on the target suspension adjustment device, step 704 is executed or steps 705 - 706 are executed.

[0467] 704. If the target suspension adjustment device is an electro-hydraulic device, determine the target working parameter as the basic working parameter.

[0468] 705. If the target suspension adjustment device is a shock absorber, determine the target road surface grade according to the state parameter.

[0469] 706. Determine the target working parameter as the working parameter corresponding to the target road surface grade.

[0470] 707. Determine that the posture control function to be activated is the anti-roll function.

[0471] 708. Determine the target working parameter as the working parameter corresponding to the anti-roll function.

[0472] 709. Determine that the posture control function to be activated is the anti-pitch function.

[0473] 710. Determine the target working parameter as the working parameter corresponding to the anti-pitch function.

[0474] 711. Determine that the posture control functions to be activated include the anti-roll function and the anti-pitch function.

[0475] 712. Determine the target working parameter as the working parameter with the largest value among the working parameters corresponding to the anti-roll function and the working parameters corresponding to the anti-pitch function.

[0476] 713. Control the target suspension adjustment device to operate with the target working parameter.

[0477] After controlling the target suspension adjustment device to operate, depending on the target suspension adjustment device, step 714 is executed or steps 718 are executed.

[0478] 714. If the target suspension adjustment device is an electro-hydraulic device, determine whether the pressure difference reaches the target pressure difference.

[0479] When the pressure difference reaches the target pressure difference, execute step 716;

[0480] When the pressure difference does not reach the target pressure difference, execute step 715.

[0481] 715. Reduce the rotational speed of the electro-hydraulic pump according to the pressure difference.

[0482] 716. Determine whether air spring action is required.

[0483] When it is determined that the air spring needs to act, step 717 is executed.

[0484] 717, control the air spring to deflate.

[0485] 718, determine whether the stability condition is met when the vehicle needs to turn off the attitude control function.

[0486] When the stability condition is met, step 719 is executed.

[0487] 719, control the target working parameters to change linearly.

[0488] Steps 701 - 719 in the above method 700 are all introduced in detail in the foregoing method 200, and will not be elaborated here.

[0489] Figure 8 It is a schematic structural diagram of a device for controlling a fully active suspension system provided by an embodiment of the present application.

[0490] Exemplarily, as Figure 8 shown, the device 800 includes:

[0491] An adjustment device determination module 801, configured to determine a target suspension adjustment device of the vehicle according to the state parameters of the vehicle and / or the environmental parameters of the location where the vehicle is located, the target suspension adjustment device includes an electro-hydraulic device or a shock absorber, the environmental parameters are used to represent the environmental state of the location where the vehicle is located, and the state parameters are used to represent the operating state of the vehicle;

[0492] A parameter determination module 802, configured to determine the target working parameters of the target suspension adjustment device according to the state parameters;

[0493] An operation control module 803, configured to control the target suspension adjustment device to operate with the target working parameters.

[0494] In a possible implementation manner, the environmental parameters include the type of the road surface ahead and the road surface vibration frequency, the state parameters include the driving condition, and a preset vehicle function state. The adjustment device determination module 801 is specifically configured to: when the type of the road surface ahead is a bumpy road surface, or the road surface vibration frequency is less than or equal to a preset vibration frequency, or the driving condition is a preset condition, or the preset vehicle function state is on, determine that the target suspension adjustment device is the electro-hydraulic device; when the type of the road surface ahead is not the bumpy road surface, and the road surface vibration frequency is greater than the preset vibration frequency, and the driving condition is not the preset condition, and the preset vehicle function state is off, determine that the target suspension adjustment device is the shock absorber.

[0495] In a possible implementation, the parameter determination module 802 is specifically configured to: obtain the basic operating parameters of the target suspension adjustment device; determine whether the vehicle meets the enabling condition of the pose control function according to the state parameter, where the pose control function includes at least one of an anti-roll function and an anti-pitch function; in the case where the vehicle does not meet the enabling condition, if the target suspension adjustment device is the electro-hydraulic device, determine the target operating parameter as the basic operating parameter; in the case where the vehicle does not meet the enabling condition, if the target suspension adjustment device is the shock absorber, determine the target operating parameter according to the state parameter.

[0496] In a possible implementation, the state parameter includes the vehicle speed, the pitch angle, and the first relative acceleration between the sprung mass and the unsprung mass on the left side corresponding to the target suspension adjustment device and the second relative acceleration between the sprung mass and the unsprung mass on the right side corresponding to the target suspension adjustment device. The parameter determination module 802 is further configured to: with the current moment as the end moment, determine the first moving root mean square values of multiple pitch angles within the current moment and the first moving average value of the multiple first moving root mean square values; determine the second moving root mean square values of multiple first relative accelerations within the current moment and the second moving average value of the multiple second moving root mean square values; determine the third moving root mean square values of multiple second relative accelerations within the current moment and the third moving average value of the multiple third moving root mean square values; determine the target road surface grade according to the first moving average value, the vehicle speed, the second moving average value, and the third moving average value; determine the target operating parameter as the operating parameter corresponding to the target road surface grade.

[0497] In a possible implementation, the parameter determination module 802 is further configured to: correct the second moving average value based on the vehicle speed to obtain a corrected second moving average value, and correct the third moving average value based on the vehicle speed to obtain a corrected third moving average value; determine the maximum moving average value among the corrected second moving average value and the corrected third moving average value; determine the road surface grade corresponding to the maximum moving average value; in the case where the road surface grade corresponding to the maximum moving average value is less than the first preset road surface grade and the first moving average value is greater than or equal to the preset average value, determine the target road surface grade as the second preset road surface grade, where the road surface undulation degree corresponding to the second preset road surface grade is greater than the road surface undulation degree corresponding to the first preset road surface grade; in the case where the road surface grade corresponding to the maximum moving average value is greater than or equal to the first preset road surface grade, or the first moving average value is less than the preset average value, determine the target road surface grade as the road surface grade corresponding to the maximum moving average value.

[0498] In a possible implementation, the parameter determination module 802 is further configured to: when the vehicle meets the activation condition of the roll prevention function, determine the target working parameter as the working parameter corresponding to the roll prevention function; when the vehicle meets the activation condition of the pitch prevention function, determine the target working parameter as the working parameter corresponding to the pitch prevention function; when the vehicle meets the activation condition of the roll prevention function and the activation condition of the pitch prevention function, determine the target working parameter as the working parameter with the largest value among the working parameter corresponding to the roll prevention function and the working parameter corresponding to the pitch prevention function.

[0499] In a possible implementation, the roll prevention function includes a sliding mode control sub-function, an active body control sub-function, and an active roll control sub-function. The parameter determination module 802 is further configured to: activate the sliding mode control sub-function and obtain the basic working parameter of the target suspension adjustment device; based on the sliding mode control algorithm and the state parameter, determine the additional working parameter required by the target suspension adjustment device when the vehicle returns to the preset roll angle; determine the sum of the additional working parameter and the basic working parameter; according to the state parameter, determine whether to activate at least one of the active body control sub-function and the active roll control sub-function; when it is determined to activate the active roll control sub-function, or when it is determined to activate both the active roll control sub-function and the active body control sub-function, determine the working parameter corresponding to the roll prevention function as the first preset working parameter; when it is determined to activate the active body control sub-function, determine the parameter correction coefficient according to the vehicle speed, the steering wheel angle, and the sum of the parameters; determine the working parameter corresponding to the roll prevention function according to the parameter correction coefficient and the sum of the parameters; when it is determined not to activate the active body control sub-function and the active roll control sub-function, determine the working parameter corresponding to the roll prevention function as the sum of the parameters.

[0500] In a possible implementation, the state parameter includes lateral acceleration, vehicle speed, steering wheel angle, and steering wheel rotation speed. The parameter determination module 802 is further configured to: determine that it is necessary to activate the active body control sub-function when the lateral acceleration is greater than a first preset acceleration; determine that it is not necessary to activate the active body control sub-function when the lateral acceleration is less than or equal to the first preset acceleration; determine a first operation value according to the steering wheel rotation speed and the steering wheel angle when the vehicle speed is greater than a preset vehicle speed; perform normalization processing on the lateral acceleration to obtain an absolute value after normalization processing when the first operation value is greater than a preset value; determine to activate the active roll control sub-function when the absolute value after normalization processing is within a preset interval; and determine not to activate the active roll control sub-function when the vehicle speed is less than or equal to the preset vehicle speed, or the first operation value is less than or equal to the preset value, or the absolute value after normalization processing is not within the preset interval.

[0501] In a possible implementation, the anti-pitching function includes a PID adjustment sub-function and an emergency state judgment sub-function. The parameter determination module 802 is further configured to: activate the PID adjustment sub-function; determine a limit working parameter of the target suspension adjustment device based on a PID control algorithm and the state parameter; determine whether to activate the emergency state judgment sub-function according to the state parameter; determine the working parameter corresponding to the anti-pitching function as a second preset working parameter when it is determined to activate the emergency state judgment sub-function; and determine the working parameter corresponding to the anti-pitching function as the limit working parameter when it is determined not to activate the emergency state judgment sub-function.

[0502] In a possible implementation, the state parameter includes the accelerator pedal travel, longitudinal acceleration, and brake master cylinder pressure. The parameter determination module 802 is further configured to: perform a differential operation on the accelerator pedal travel to obtain the change rate of the accelerator pedal travel; determine to activate the emergency state judgment sub-function when the change rate of the accelerator pedal travel is greater than a preset travel change rate; when the change rate of the accelerator pedal travel is less than or equal to the preset travel change rate, determine to activate the emergency state judgment sub-function if the absolute value of the longitudinal acceleration is greater than a second preset acceleration; if the absolute value of the longitudinal acceleration is less than or equal to the second preset acceleration, determine whether the brake master cylinder pressure is greater than a preset pressure; determine not to activate the emergency state judgment sub-function when the brake master cylinder pressure is less than or equal to the preset pressure; when the brake master cylinder pressure is greater than the preset pressure, perform a differential operation on the brake master cylinder pressure to obtain the change rate of the brake master cylinder pressure; determine to activate the emergency state judgment sub-function when the change rate of the brake master cylinder pressure is greater than a preset pressure change rate; determine not to activate the emergency state judgment sub-function when the change rate of the brake master cylinder pressure is less than or equal to the preset pressure change rate.

[0503] Figure 9 It is a schematic structural diagram of a vehicle provided by an embodiment of the present application.

[0504] Exemplarily, as Figure 9 shown, the vehicle 900 includes: a memory 901 and a processor 902. Among them, an executable program code 9011 is stored in the memory 901, and the processor 902 is configured to call and execute the executable program code 9011 to execute a method for controlling a full active suspension system.

[0505] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor. Among them, an executable program code is stored in the memory, and the processor is configured to call and execute the executable program code to execute a method for controlling a full active suspension system provided by an embodiment of the present application.

[0506] In this embodiment, the device can be divided into functional modules according to the above method examples. For example, each functional module can be corresponding, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0507] In the case where each functional module is divided according to each function, the device may further include an adjustment device determination module, a parameter determination module, an operation control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be cited in the function description of the corresponding functional module, and will not be elaborated here.

[0508] It should be understood that the device provided in this embodiment is used to execute the above method for controlling a fully active suspension system, so the same effects as the above implementation method can be achieved.

[0509] In the case of adopting an integrated unit, the device may include a processing module and a storage module. Among them, when the device is applied to a vehicle, the processing module can be used to control and manage the actions of the vehicle. The storage module can be used to support the vehicle to execute relevant program codes, etc.

[0510] Among them, the processing module can be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in combination with the disclosure content of this application. The processor can also be a combination that realizes computing functions, such as including a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module can be a memory.

[0511] In addition, the device provided in the embodiment of the present application can specifically be a chip, a component, or a module. The chip may include a processor and a memory connected thereto; among them, the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute the method for controlling a fully active suspension system provided in the above embodiment.

[0512] This embodiment also provides a computer-readable storage medium. Computer program code is stored in the computer-readable storage medium. When the computer program code runs on a computer, the computer is caused to execute the above-related method steps to implement the method for controlling a fully active suspension system provided in the above embodiment.

[0513] This embodiment also provides a computer program product. When the computer program product runs on a computer, the computer is caused to execute the above-related steps to implement the method for controlling a fully active suspension system provided in the above embodiment.

[0514] Among them, the device, computer-readable storage medium, computer program product, or chip provided in this embodiment are all used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be elaborated here.

[0515] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and brevity of description, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0516] In the embodiments provided in the present application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are only illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed mutual coupling or direct coupling or communication connection can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in electrical, mechanical or other forms.

[0517] The above content is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present application can easily think of changes or substitutions, which should all be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for controlling a fully active suspension system, characterized in that, The method includes: Determining a target suspension adjustment device of the vehicle according to state parameters of the vehicle and / or environmental parameters of a location where the vehicle is located, the target suspension adjustment device including an electro-hydraulic device or a shock absorber, the environmental parameters being used to represent an environmental state of the location where the vehicle is located, and the state parameters being used to represent an operating state of the vehicle; Determining target operating parameters of the target suspension adjustment device according to the state parameters; Controlling the target suspension adjustment device to operate with the target operating parameters.

2. The method according to claim 1, wherein The environmental parameters include a front road surface type and a road surface vibration frequency, and the state parameters include a driving condition and a preset vehicle function state. Determining the target suspension adjustment device of the vehicle according to the state parameters of the vehicle and / or the environmental parameters of the location where the vehicle is located includes: When the front road surface type is a bumpy road surface, or the road surface vibration frequency is less than or equal to a preset vibration frequency, or the driving condition is a preset condition, or the preset vehicle function state is on, determining the target suspension adjustment device to be the electro-hydraulic device; When the front road surface type is not the bumpy road surface, the road surface vibration frequency is greater than the preset vibration frequency, the driving condition is not the preset condition, and the preset vehicle function state is off, determining the target suspension adjustment device to be the shock absorber.

3. The method according to claim 1, wherein Determining the target operating parameters of the target suspension adjustment device according to the state parameters includes: Obtaining basic operating parameters of the target suspension adjustment device; Determining whether the vehicle meets an enabling condition for a pose control function according to the state parameters, the pose control function including at least one of an anti-roll function and an anti-pitch function; When the vehicle does not meet the enabling condition, if the target suspension adjustment device is the electro-hydraulic device, determining the target operating parameters to be the basic operating parameters; When the vehicle does not meet the enabling condition, if the target suspension adjustment device is the shock absorber, determining the target operating parameters according to the state parameters.

4. The method according to claim 3, wherein The state parameters include a vehicle speed, a pitch angle, a first relative acceleration between a sprung mass and an unsprung mass on the left side corresponding to the target suspension adjustment device, and a second relative acceleration between a sprung mass and an unsprung mass on the right side corresponding to the target suspension adjustment device. Determining the target operating parameters according to the state parameters includes: Taking the current moment as an end moment, determining a plurality of first moving root mean squares of a plurality of pitch angles within the current moment, and a first moving average value of the plurality of first moving root mean squares; Determining a plurality of second moving root mean squares of a plurality of first relative accelerations within the current moment, and a second moving average value of the plurality of second moving root mean squares; Determining a plurality of third moving root mean squares of a plurality of second relative accelerations within the current moment, and a third moving average value of the plurality of third moving root mean squares; Determining a target road surface grade according to the first moving average value, the vehicle speed, the second moving average value, and the third moving average value; Determine the target operating parameter as the operating parameter corresponding to the target road surface grade.

5. The method according to claim 4, wherein The determining of the target road surface grade according to the first moving average, the vehicle speed, the second moving average, and the third moving average includes: Based on the vehicle speed, correct the second moving average to obtain a corrected second moving average, and based on the vehicle speed, correct the third moving average to obtain a corrected third moving average; Determine the maximum moving average among the corrected second moving average and the corrected third moving average; Determine the road surface grade corresponding to the maximum moving average; When the road surface grade corresponding to the maximum moving average is less than the first preset road surface grade and the first moving average is greater than or equal to the preset average, determine the target road surface grade as the second preset road surface grade, where the road surface undulation degree corresponding to the second preset road surface grade is greater than the road surface undulation degree corresponding to the first preset road surface grade; When the road surface grade corresponding to the maximum moving average is greater than or equal to the first preset road surface grade, or the first moving average is less than the preset average, determine the target road surface grade as the road surface grade corresponding to the maximum moving average.

6. The method according to claim 3, wherein The method further includes: When the vehicle meets the activation condition of the anti-roll function, determine the target operating parameter as the operating parameter corresponding to the anti-roll function; When the vehicle meets the activation condition of the anti-pitching function, determine the target operating parameter as the operating parameter corresponding to the anti-pitching function; When the vehicle meets the activation condition of the anti-roll function and the activation condition of the anti-pitching function, determine the target operating parameter as the operating parameter with the largest value among the operating parameter corresponding to the anti-roll function and the operating parameter corresponding to the anti-pitching function.

7. The method according to claim 6, wherein The anti-roll function includes a sliding mode control sub-function, an active body control sub-function, and an active roll control sub-function. The determining steps of the operating parameter corresponding to the anti-roll function include: Activate the sliding mode control sub-function and obtain the basic operating parameter of the target suspension adjustment device; Based on the sliding mode control algorithm and the state parameter, determine the additional operating parameter required by the target suspension adjustment device when the vehicle returns to the preset roll angle; Determine the sum of the additional operating parameter and the basic operating parameter; According to the state parameter, determine whether to activate at least one of the active body control sub-function and the active roll control sub-function; When it is determined to activate the active roll control sub-function, or when it is determined to activate both the active roll control sub-function and the active body control sub-function, determine the operating parameter corresponding to the anti-roll function as the first preset operating parameter; When it is determined to activate the active body control sub-function, determine a parameter correction coefficient according to the vehicle speed, the steering wheel angle, and the sum of the parameters; according to the parameter correction coefficient and the sum of the parameters, determine the operating parameter corresponding to the anti-roll function; When it is determined that the active body control sub - function and the active roll control sub - function are not activated, the working parameters corresponding to the anti - roll function are determined as the sum of the parameters.

8. The method according to claim 7, wherein The state parameters include lateral acceleration, vehicle speed, steering wheel angle, and steering wheel rotation speed. Determining whether to activate at least one of the active body control sub - function and the active roll control sub - function according to the state parameters includes: When the lateral acceleration is greater than the first preset acceleration, it is determined that the active body control sub - function needs to be activated; when the lateral acceleration is less than or equal to the first preset acceleration, it is determined that the active body control sub - function does not need to be activated; When the vehicle speed is greater than the preset vehicle speed, a first operation value is determined according to the steering wheel rotation speed and the steering wheel angle; when the first operation value is greater than the preset value, the lateral acceleration is normalized to obtain the absolute value after normalization; when the absolute value after normalization is within the preset interval, it is determined to activate the active roll control sub - function; when the vehicle speed is less than or equal to the preset vehicle speed, or the first operation value is less than or equal to the preset value, or the absolute value after normalization is not within the preset interval, it is determined not to activate the active roll control sub - function.

9. The method according to claim 6, characterized in that, The anti - pitch function includes a PID adjustment sub - function and an emergency state judgment sub - function. The steps for determining the working parameters corresponding to the anti - pitch function include: Activate the PID adjustment sub - function; Based on the PID control algorithm and the state parameters, determine the limited working parameters of the target suspension adjustment device; According to the state parameters, determine whether to activate the emergency state judgment sub - function; When it is determined that the emergency state judgment sub - function is activated, the working parameters corresponding to the anti - pitch function are determined as the second preset working parameters; When it is determined that the emergency state judgment sub - function is not activated, the working parameters corresponding to the anti - pitch function are determined as the limited working parameters.

10. The method according to claim 9, wherein The state parameters include accelerator pedal travel, longitudinal acceleration, and brake master cylinder pressure. Determining whether to activate the emergency state judgment sub - function according to the state parameters includes: Take the differential operation of the accelerator pedal travel to obtain the change rate of the accelerator pedal travel; When the change rate of the accelerator pedal travel is greater than the preset travel change rate, it is determined to activate the emergency state judgment sub - function; When the change rate of the accelerator pedal travel is less than or equal to the preset travel change rate, if the absolute value of the longitudinal acceleration is greater than the second preset acceleration, it is determined to activate the emergency state judgment sub-function; if the absolute value of the longitudinal acceleration is less than or equal to the second preset acceleration, it is determined whether the brake master cylinder pressure is greater than the preset pressure; when the brake master cylinder pressure is less than or equal to the preset pressure, it is determined not to activate the emergency state judgment sub-function; when the brake master cylinder pressure is greater than the preset pressure, a differential operation is performed on the brake master cylinder pressure to obtain the change rate of the brake master cylinder pressure. When the change rate of the brake master cylinder pressure is greater than the preset pressure change rate, it is determined to activate the emergency state judgment sub-function. When the change rate of the brake master cylinder pressure is less than or equal to the preset pressure change rate, it is determined not to activate the emergency state judgment sub-function.

11. A vehicle, characterized in that, The vehicle includes: a memory for storing executable program code; a processor for calling and running the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 10.

Images