Vehicle control method, electronic equipment, storage medium and vehicle

Abstract

The invention discloses a vehicle control method, electronic equipment, a storage medium and a vehicle, relates to the technical field of vehicle braking, and is used for inhibiting a braking jitter phenomenon when the vehicle is braked so as to improve the comfort of driving and taking the vehicle. The method comprises the following steps: controlling a movement control system and a pitching control system to operate according to driving state parameters of a vehicle, so as to control the vehicle body state of the vehicle through the movement control system and the pitching control system.

Description

Technical Field

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

[0002] With the progress of society and the improvement of consumer demands, under the condition of meeting the basic enabling functions, the ride comfort of automobiles has become one of the key factors for measuring the quality and core competitiveness of automobile products.

[0003] When a vehicle brakes, the vehicle will store a part of the energy in elastic units such as suspension springs, suspension bushings, tires, and half shafts. When these elastic units release energy during braking and stopping, the phenomenon of braking jitter often occurs, bringing obvious discomfort to the occupants. Summary of the Invention

[0004] The present application provides a control method for a vehicle, an electronic device, a storage medium, and a vehicle, which is used to suppress the phenomenon of braking jitter when the vehicle brakes, thereby improving the comfort of driving and riding in the vehicle.

[0005] To achieve the above object, the present application adopts the following technical solutions:

[0006] In a first aspect, an embodiment of the present application provides a control method for a vehicle, including: controlling the operation of a crosstalk control system and a pitch control system according to the driving state parameters of the vehicle, so as to control the body state of the vehicle through the crosstalk control system and the pitch control system.

[0007] The control method for a vehicle provided by the embodiment of the present application controls the operation of the crosstalk control system according to the driving state parameters of the vehicle, which can ensure that the vehicle obtains stable and sufficient braking force during braking, so as to achieve smooth deceleration or stopping of the vehicle and avoid the phenomenon of braking crosstalk. At the same time, the operation of the pitch control system is controlled according to the driving state parameters of the vehicle to suppress the jitter in the pitch direction of the vehicle, further enhancing the stability of braking. It can be understood that the crosstalk phenomenon and the nodding phenomenon during braking not only affect the driving stability but also may bring discomfort to passengers. The solution of the present application controls the operation of the crosstalk control system and the pitch control system based on the driving state parameters of the vehicle to control the body state of the vehicle through the crosstalk control system and the pitch control system. It can not only make the vehicle obtain smoother braking, effectively suppress the phenomenon of braking crosstalk, but also effectively suppress the nodding phenomenon during vehicle braking, and can further improve the comfort of driving and riding in the vehicle, that is, improve the user experience.

[0008] In some embodiments, the pitch control system is an active suspension system, and the crosstalk control system is a braking system.

[0009] In some embodiments, the running of the pitching control system and the surging control system is controlled according to the driving state parameters of the vehicle, including: in response to a braking request, controlling the running of the surging control system according to the driving state parameters; and controlling the running of the pitching control system based on the updated driving state parameters after the running of the surging control system.

[0010] In some embodiments, controlling the running of the surging control system according to the driving state parameters includes: controlling the surging control system to generate a target braking force according to the driving state parameters so as to brake the vehicle.

[0011] In some embodiments, controlling the running of the pitching control system based on the updated driving state parameters after the running of the surging control system includes: controlling the suspension motor in the pitching control system to output a target actuating force based on the updated driving state parameters so as to suppress the jitter of the vehicle in the pitching direction.

[0012] In some embodiments, controlling the suspension motor in the pitching control system to output a target actuating force based on the updated driving state parameters includes: determining the braking pitching related force based on the updated driving state parameters and the state information of the suspension motor; determining the target actuating force based on the braking pitching related force; and controlling the suspension motor to output the target actuating force.

[0013] In some embodiments, the braking pitching related force includes at least one of a braking pitching angle stiffness force, a braking pitching angle damping force, a braking pitching position stiffness force, and a braking pitching position damping force.

[0014] In some embodiments, the state information of the suspension motor is obtained after the running of the surging control system.

[0015] In some embodiments, the state information of the suspension motor includes: the motor speed of the suspension motor and / or the motor position of the suspension motor.

[0016] In some embodiments, the driving state parameters include at least one of the following: vehicle speed, longitudinal acceleration, pitching angle, pitching angular velocity, and braking pedal state parameter.

[0017] In some embodiments, determining the braking pitching related force based on the updated driving state parameters and the state information of the suspension motor includes: determining the braking stage in which the vehicle is in the braking process based on the vehicle speed in the updated driving state parameters; and determining the braking pitching related force based on the braking stage of the vehicle, the updated driving state parameters, and the state information of the suspension motor.

[0018] In some embodiments, the braking stage includes a first braking stage and a second braking stage after the first braking stage; different braking stages correspond to different braking pitching related forces.

[0019] In some embodiments, determining the braking stage of a vehicle during braking based on the vehicle speed in the updated driving state parameters includes:

[0020] When the vehicle speed is greater than or equal to the first vehicle speed threshold, it is determined that the vehicle is in the first braking stage;

[0021] When the vehicle speed is less than or equal to the second vehicle speed threshold, it is determined that the vehicle enters the second braking stage from the first braking stage; wherein, the second vehicle speed threshold is less than or equal to the first vehicle speed threshold.

[0022] In some embodiments, when the vehicle is in the first braking stage, the braking pitch-related forces include a braking pitch angle stiffness force and a braking pitch angle damping force.

[0023] In some embodiments, when the vehicle is in the second braking stage, the braking pitch-related forces include a braking pitch angle damping force, a braking pitch position stiffness force, and a braking pitch position damping force.

[0024] In some embodiments, the braking pitch angle stiffness force is determined according to the pitch angle stiffness coefficient corresponding to the position of the suspension motor and the longitudinal acceleration in the updated driving state parameters.

[0025] In some embodiments, the braking pitch angle stiffness force is positively correlated with the longitudinal acceleration.

[0026] In some embodiments, the braking pitch angle damping force is determined according to the pitch angle damping coefficient corresponding to the position of the suspension motor and the pitch angular velocity in the updated driving state parameters.

[0027] In some embodiments, the braking pitch angle damping force is positively correlated with the pitch angular velocity.

[0028] In some embodiments, the braking pitch position stiffness force is determined according to the stiffness coefficient corresponding to the position of the suspension motor and the motor position of the suspension motor, and the state information of the suspension motor includes the motor position of the suspension motor.

[0029] In some embodiments, the braking pitch position stiffness force is positively correlated with the motor displacement distance, and the motor displacement distance is used to represent the distance between the motor position of the suspension motor and the initial position of the suspension motor.

[0030] In some embodiments, the motor displacement distance is determined based on the pitch angle in the updated driving state parameters and the distance between the position of the suspension motor and the vehicle's center of mass.

[0031] In some embodiments, the braking pitch position damping force is determined based on the damping coefficient corresponding to the position of the suspension motor and the motor speed of the suspension motor; the status information of the suspension motor includes the motor speed of the suspension motor.

[0032] In some embodiments, the braking pitch position damping force is positively correlated with the motor speed of the suspension motor.

[0033] In some embodiments, the motor speed of the suspension motor is determined based on the pitch angular velocity in the updated driving state parameters and the distance between the position of the suspension motor and the vehicle's center of mass.

[0034] In some embodiments, the suspension motor includes a front axle motor; the target actuating force corresponding to the front axle motor is: the difference between the braking pitch angle damping force corresponding to the front axle motor and the sum of other braking pitch forces corresponding to the front axle motor.

[0035] In some embodiments, the suspension motor includes a rear axle motor; the target actuating force corresponding to the rear axle motor is: the difference between the braking pitch angle stiffness force corresponding to the rear axle motor and the sum of other braking pitch forces corresponding to the rear axle motor.

[0036] In some embodiments, controlling the crosstalk control system to generate a target braking force according to the driving state parameters includes: when the vehicle speed in the driving state parameters is greater than or equal to the first vehicle speed threshold, controlling the crosstalk control system to output the target braking force based on the braking pedal state parameters of the vehicle.

[0037] In some embodiments, controlling the crosstalk control system to generate a target braking force according to the driving state parameters includes: when the vehicle speed in the driving state parameters is less than the second vehicle speed threshold, determining an initial braking force based on the braking pedal state parameters of the vehicle; reducing the initial braking force based on the driving state parameters to obtain the target braking force; controlling the crosstalk control system to output the target braking force.

[0038] In some embodiments, the method further includes: during braking, determining whether the vehicle is in a wheel lock state based on the vehicle speed and wheel speed of the vehicle; in the case where the vehicle is in a wheel lock state, controlling the crosstalk control system to stop operating, and implementing the braking of the vehicle through the anti-lock braking system.

[0039] In a second aspect, an embodiment of the present application provides an electronic device, including a processor and a memory, the processor is connected to the memory, and the memory stores computer instructions. When the computer instructions run on the electronic device, the electronic device is enabled to execute the method provided in the first aspect and its possible implementation manners above.

[0040] In a third aspect, an embodiment of the present application provides a computer-readable storage medium storing computer-executable instructions, which, when running on a computer, cause the computer to execute the method provided by the first aspect and its possible implementations.

[0041] In a fourth aspect, an embodiment of the present application provides a vehicle, including the electronic device provided by the second aspect or the computer-readable storage medium provided by the third aspect.

[0042] In a fifth aspect, an embodiment of the present application provides a computer program product, where the computer program product includes instructions, and when the instructions are executed on a computer, the computer executes the method provided by the first aspect and its possible implementations.

[0043] For the technical effects brought by any of the implementations in the above second to fifth aspects, reference may be made to the technical effects brought by the corresponding implementations in the first aspect, which will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] To more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and those of ordinary skill in the art can also obtain other drawings based on these drawings without creative efforts.

[0045] Figure 1 It is a schematic diagram of the jitter during the braking process of a vehicle provided by an embodiment of the present application;

[0046] Figure 2 It is a schematic diagram of the structure of a vehicle provided by an embodiment of the present application;

[0047] Figure 3 It is a schematic diagram of the structure of a controller provided by an embodiment of the present application;

[0048] Figure 4 It is a flowchart of a method for braking a vehicle provided by an embodiment of the present application;

[0049] Figure 5 It is a schematic diagram of the pitching during the braking process of a vehicle provided by an embodiment of the present application;

[0050] Figure 6 It is a flowchart of a method for outputting a target driving force provided by an embodiment of the present application;

[0051] Figure 7 It is a schematic diagram for determining the braking stop stage provided by an embodiment of the present application;

[0052] Figure 8A schematic diagram of the jerk during the vehicle braking process provided by an embodiment of the present application;

[0053] Figure 9 A schematic diagram of the control result of a braking method for a vehicle provided by an embodiment of the present application;

[0054] Figure 10 A schematic diagram of the structure of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0055] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments provided by the present application, all other embodiments obtained by those of ordinary skill in the art belong to the scope of protection of the present application.

[0056] In the embodiments of the present application, the orientation or positional relationship indicated by terms such as "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the embodiments of the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the embodiments of the present application.

[0057] In the embodiments of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying 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. In the description of the embodiments of the present disclosure, unless otherwise stated, the meaning of "a plurality" is two or more.

[0058] In the embodiments of the present application, the term "include", "comprise" or any other variant thereof is intended to cover a non-exclusive inclusion, such that a process, method, article or device including a series of elements not only includes those elements but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, the element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the element.

[0059] "A and / or B" includes the following three combinations: only A, only B, and the combination of A and B.

[0060] During the braking process, a portion of the vehicle's energy is stored in elastic elements such as suspension springs, suspension bushings, tires, and half shafts. As Figure 1 shown, when these elastic elements release energy during braking to a stop, it often causes the phenomena of "braking dive" and "braking creep", bringing obvious discomfort to the occupants.

[0061] When the vehicle brakes, due to the forward shift of the center of gravity, the springs of the front suspension are compressed. As the vehicle speed gradually decreases to zero, the ground friction disappears, but the springs are still in a deformed state. The process of stress release and deformation recovery will generate an obvious backward thrust on the vehicle body and the passengers inside, which is the "dive" phenomenon.

[0062] Moreover, when the vehicle brakes, the phenomenon of "braking creep" occurs due to the energy stored in elastic elements such as bushings, tires, and wheel half shafts. This creep usually manifests as the vehicle as a whole or in part experiencing unexpected displacement or vibration during deceleration due to the asynchronous inertia of different parts of the vehicle body.

[0063] It can be understood that the braking jitter phenomenon (the "braking dive" and "creep" phenomena) affects ride comfort. A sudden braking jitter action may make passengers feel uncomfortable and may even cause physical harm; at the same time, if the braking jitter phenomenon is too severe, it may also affect the driver's control of the vehicle, increasing the risk of traffic accidents.

[0064] To avoid the braking jitter phenomenon during braking, in related technologies, it is usually to improve the design and material selection of the suspension system, increase the stiffness and damping performance of the suspension, so as to better absorb and release braking energy. However, this method can only suppress the braking jitter phenomenon to a certain extent at a lower level, and for a higher level of braking jitter phenomenon, it cannot be suppressed according to the actual situation during the vehicle braking process.

[0065] Based on this, the embodiments of the present application provide a control method for a vehicle, which controls the operation of the crosstalk control system according to the driving state parameters of the vehicle, can ensure that the vehicle obtains stable and sufficient braking force during braking, so as to achieve smooth deceleration or stop of the vehicle, and avoid the phenomenon of braking crosstalk. At the same time, the operation of the pitch control system is controlled according to the driving state parameters of the vehicle to suppress the jitter of the vehicle in the pitch direction, further enhancing the stability of braking. It can be understood that the crosstalk phenomenon and the nodding phenomenon during braking not only affect driving stability, but may also cause discomfort to passengers. The solution of the present application controls the operation of the crosstalk control system and the pitch control system based on the driving state parameters of the vehicle to control the body state of the vehicle through the crosstalk control system and the pitch control system. It can not only make the vehicle obtain smoother braking, effectively suppress the braking crosstalk phenomenon, but also effectively suppress the nodding phenomenon during vehicle braking, and can further improve the comfort of driving and riding in the vehicle, that is, improve the user experience.

[0066] The control method for a vehicle provided by the embodiments of the present application can be applied to Figure 2 the vehicle shown. As Figure 2 shown, the vehicle includes: a crosstalk control system 101, a controller 102, and a pitch control system 103.

[0067] In the embodiments of the present application, the crosstalk control system 101 is used to operate based on the driving state parameters of the vehicle to control the body state of the vehicle.

[0068] In some embodiments, the crosstalk control system is a braking system, and the braking system outputs a target braking force based on the driving state parameters of the vehicle when receiving a braking request to achieve vehicle braking.

[0069] It should be understood that the braking request usually comes from the driver's operation, such as stepping on the brake pedal, or from an automated vehicle driving assistance system, such as automatic emergency braking (AEB), etc. The crosstalk control system 101 can identify these braking requests and determine corresponding braking strategies according to the urgency of the request and the vehicle state.

[0070] Exemplarily, as Figure 2 shown, the vehicle may further include a vehicle control unit (VCU), which can be used to collect the braking pedal state parameters of the vehicle and send them to the controller 102.

[0071] Once a braking request is recognized, the controller 102 will immediately activate the crosstalk control system. Through the crosstalk control system, according to the driving state parameters of the vehicle (such as vehicle longitudinal acceleration, vehicle speed information, etc.) and the braking pedal state, a target braking force is generated to achieve the purpose of vehicle deceleration and stop.

[0072] In some embodiments, the creep control system 101 may include key components such as an energy supply device, a control device, and a transmission device. Among them, the energy supply device is responsible for providing and regulating the energy required for braking, such as hydraulic pressure or air pressure; control devices such as a brake pedal (for manual braking) or an electronic control unit (for power or servo braking), which generate braking actions and control the braking effect; the transmission device can transmit the braking energy from the energy supply device to the brake, such as a master cylinder and wheel cylinders (hydraulic braking) or high-pressure gas pipelines (pneumatic braking); the brake is a key component that generates resistance to the movement or movement tendency of the vehicle.

[0073] As Figure 2 shown, the creep control system 101 can input the target braking force to the brake, and the brake generates a braking torque, which acts on the wheels to decelerate and stop the vehicle.

[0074] In the embodiments of the present application, the controller 102 is further configured to control the operation of the pitch control system 103 based on the driving state parameters of the vehicle, so as to control the body state of the vehicle through the pitch control system.

[0075] In some embodiments, the pitch control system is an active suspension system, and the controller can control the suspension motor in the active suspension system to output a target actuation force based on the driving state parameters of the vehicle, so as to suppress the jitter of the vehicle in the pitch direction (i.e., the Z-axis direction of the vehicle coordinate system) during braking.

[0076] In some embodiments, please refer to Figure 3 , in order to implement the braking pitch control function, the controller may include: a signal processing module 1021, a function decision center 1022, a braking state judgment module 1023, a braking pitch control module 1024, and an output arbitration module 1025.

[0077] Among them, the signal processing module 1021 mainly performs signal filtering and signal prediction on the input vehicle state (longitudinal acceleration, pitch angular velocity), motor position, wheel speed, driver operation information (brake pedal state), etc., and then sends the filtered vehicle state information to the function decision center and the braking state judgment module.

[0078] The function decision center 1022 is configured to perform logical judgment based on the state information output by the signal processing module, and decide whether to turn on the braking pitch function, that is, determine the on state of the braking pitch function.

[0079] The braking state judgment module 1023 is configured to judge which stage of braking is currently in according to the state information output by the signal processing module, and different braking stages correspond to different control strategies. It should be understood that the specific control strategies can refer to the following embodiments, and the present application will not elaborate here.

[0080] The braking pitch control module 1024 adopts different control strategies according to different braking stages and finally outputs forces related to braking pitch (braking pitch angle stiffness force, braking pitch angle damping force, braking pitch position stiffness force or braking pitch position damping force). It should be noted that the forces related to braking pitch to be determined in different braking stages are also different. For specific details, reference can be made to the following embodiments.

[0081] The output arbitration module 1025 is used to arbitrate the target actuation force and motor mode corresponding to each suspension motor according to the output of the braking pitch control module and the control output forces of other modules.

[0082] It should be understood that other modules may include a steering control module, a braking assist control module, etc. It is determined that these modules may also generate certain control output forces during braking. Although these forces are relatively small, they may also affect the pitch state of the vehicle in some cases. Therefore, they need to be considered when determining the target actuation force.

[0083] In some embodiments, the pitch control system 103 includes multiple suspension motors. Specifically, according to the installation positions of the suspension motors, they can be divided into front axle motors (installed on the front axle of the vehicle and responsible for the suspension adjustment of the front wheels) and rear axle motors (installed on the rear axle of the vehicle and responsible for the suspension adjustment of the rear wheels).

[0084] Furthermore, in order to better suppress vehicle jitter, a suspension motor can be configured for each wheel, that is, multiple suspension motors can be further divided into a left front axle motor, a right front axle motor, a left rear axle motor, and a right rear axle motor.

[0085] Among them, the installation position of the left front axle motor is usually located on the left front side of the vehicle and is associated with the left front wheel. It is used to control the bounce of the left front wheel and the body posture by adjusting the suspension parameters, thereby affecting the vehicle's handling performance and riding comfort.

[0086] The installation position of the right front axle motor is usually located on the right front side of the vehicle and is associated with the right front wheel. Similar to the left front axle motor, the right front axle motor is targeted at the right front wheel. Through precise control, the stability of the vehicle in dynamic driving scenarios such as turning can be ensured.

[0087] The installation position of the left rear axle motor is usually located on the left rear side of the vehicle and is associated with the left rear wheel. During vehicle driving, according to road conditions and driving requirements, the suspension parameters of the left rear wheel are adjusted to improve riding comfort and handling performance.

[0088] The installation position of the right rear axle motor is usually located at the right rear side of the vehicle and is associated with the right rear wheel. Collaborating with the left rear axle motor, it ensures the stability and riding comfort of the vehicle under various road conditions. Especially in dynamic driving scenarios such as acceleration, braking, and turning, the precise control of the right rear axle motor can significantly improve the handling performance of the vehicle.

[0089] In some embodiments, the suspension motor is a linear motor. It should be understood that a linear motor can quickly adjust its control parameters, which means that the suspension system can adapt to changes in road conditions and driving conditions faster, thereby improving the stability and comfort of the vehicle. Compared with passive suspensions and semi-active suspensions, linear motors have a wider range of parameter adjustment, which enables the suspension system to make fine adjustments according to different working conditions to achieve the best control effect.

[0090] In some embodiments, as Figure 2 shown, the target actuation force can be output by the motor damper in the pitch control system. The motor damper can include: a motor body, a damping structure, and a control system, etc.

[0091] Among them, the motor body is the key component that generates linear motion mechanical energy. It generates the corresponding actuation force according to the instructions (such as the target drive current) output by the control system. The damping structure is responsible for transmitting this actuation force to the sprung mass to achieve the damping effect.

[0092] That is to say, after the controller determines the target actuation force, it outputs these target actuation forces to the control system of the motor damper. The control system outputs the corresponding target drive current according to the target actuation force to drive the motor body to generate the actual actuation force, and these actuation forces finally act on the sprung mass (i.e., the vehicle body) through the damping structure, thereby achieving precise control of the suspension.

[0093] In some embodiments, the pitch control system 103 may further include a measurement system equipped with various sensors, such as accelerometers, displacement sensors, angle sensors, etc., for monitoring various states of the vehicle, such as vehicle body height, pitch angle, yaw rate, etc., and transmitting this information to the control system.

[0094] Exemplarily, as Figure 2 shown, the pitch control system 103 may include: a motor position sensor, a sensing controller, a wheel speed sensor, and an Inertial Measurement Unit (IMU).

[0095] Among them, the motor position sensor is used to measure the position, angle, speed, and acceleration of the motor rotor, providing key position information for the motor control system.

[0096] The sensing controller obtains the status information of the brake pedal and sends it to the controller, so that the controller can analyze and process this data and issue corresponding control instructions based on this data.

[0097] The wheel speed sensor is used to measure the rotational speed of the vehicle wheels, which helps the controller to more accurately judge the dynamic behavior of the vehicle, so as to make more precise suspension adjustments.

[0098] The inertial measurement unit (IMU) can obtain the acceleration, angular velocity and magnetic force information of an object in real time and accurately, providing more comprehensive data about the vehicle's dynamic behavior for the controller. This data helps the controller to more accurately judge the attitude change of the vehicle, so as to make faster suspension adjustments to improve the vehicle's stability and ride comfort.

[0099] In some embodiments, the pitch control system 103 may further include actuators such as hydraulic cylinders, air cylinders, servo motors and solenoid valves. These actuators can respond quickly and generate the required force or torque to change the stiffness or damping of the suspension.

[0100] In some embodiments, the pitch control system 103 may further include: a feedback control system, which is usually built based on a microprocessor or a digital signal processor. The feedback control system receives data from the measurement system, analyzes the dynamic behavior of the vehicle, and issues corresponding control instructions accordingly.

[0101] In some embodiments, the pitch control system 103 may further include an energy system for providing the necessary power source for the entire pitch control system, which can be an electric, hydraulic or pneumatic system to ensure the normal operation of the actuators.

[0102] It should be noted that the controller 102 in the embodiments of the present application can be a chassis controller in the vehicle, an in-vehicle controller, an independent controller designed for the pitch control system in the vehicle, or a device integrated and coordinated with other domain controllers. The embodiments of the present application do not make specific limitations on the controller.

[0103] It should be pointed out that Figure 2 The shown structure does not constitute a limitation on the vehicle. In some embodiments, the crosstalk control system 101 and the pitch control system 103 can be independent systems; in other embodiments, the crosstalk control system 101 and the pitch control system 103 can be integrated systems. The embodiments of the present application do not make any limitations on this. In other embodiments, the system may include fewer or more components than shown, or combine certain components, or have different component arrangements. The embodiments of the present application do not make any limitations on this.

[0104] The vehicle control method provided by the embodiments of the present application can be applied toFigure 2 in the controller 102 shown. Please refer to Figure 4 , Figure 4 is a flowchart of the method for controlling a vehicle provided by an embodiment of the present application. As Figure 4 shown, the method for controlling the vehicle includes: S101. Control the surge control system and the pitch control system to operate according to the driving state parameters of the vehicle, so as to control the body state of the vehicle through the surge control system and the pitch control system.

[0105] It should be understood that the embodiment of the present application does not limit the manner of obtaining the driving state parameters. As an implementation manner, the driving state parameters and / or the state information of the suspension motor can be obtained through multiple sensors provided in the vehicle.

[0106] In some embodiments, a higher vehicle speed and a larger longitudinal acceleration will increase the compression degree of the suspension system, thereby exacerbating the phenomenon of brake dive. At the same time, the increase in the pitch angular velocity also reflects the intensification of the vehicle's pitch motion, further enhancing the effect of brake dive.

[0107] Therefore, as an implementation manner, the driving state parameters of the vehicle may include at least one of the following: vehicle speed, longitudinal acceleration, pitch angle, pitch angular velocity, brake pedal state parameter.

[0108] Exemplarily, the vehicle speed can be calculated by detecting the rotation speed of the tire or the drive shaft through a vehicle speed sensor installed on the drive wheel or the drive shaft; the longitudinal acceleration during the braking process of the vehicle can be measured by a longitudinal acceleration sensor.

[0109] Another exemplarily, an inertial measurement unit can be used to sense the motion state of the vehicle to obtain the driving state parameters. Among them, the IMU mainly consists of three single-axis accelerometers and three single-axis gyroscopes. The accelerometer is used to detect the acceleration signals of the object on the three independent axes of the carrier coordinate system, while the gyroscope is used to detect the angular velocity signals of the carrier relative to the navigation coordinate system. Through the collaborative work of these two sensors and applying specific algorithms (such as Kalman filtering, complementary filtering, etc.) to fuse the data of these two sensors, the IMU can provide accurate and stable object attitude information, including pitch angle, roll angle, yaw angle, etc.

[0110] The speed of the suspension motor directly affects the response speed and adjustment accuracy of the suspension system. When the vehicle brakes, if the suspension motor can quickly respond and adjust the suspension system to better absorb and disperse the impact force generated by braking, the phenomenon of brake dive may be alleviated to a certain extent. Therefore, the state information of the suspension motor can include the motor speed.

[0111] As an implementation, the rotational speed of the motor can be determined by a Hall effect sensor. The Hall effect sensor utilizes the Hall effect of semiconductor materials to measure magnetic field changes. A magnet is installed on the motor shaft, and the Hall effect sensor is used to detect the magnetic field changes. The change in the magnetic field generates a voltage signal, and by calculating the frequency or period of the signal, the rotational speed of the motor can be determined.

[0112] As another implementation, the rotational speed of the motor can be determined by a rotary encoder. A rotary encoder is a sensor that directly measures rotational motion. When the motor shaft rotates, it changes the magnetic field or optical path inside the encoder, thereby generating a pulse signal. By calculating the number of pulses received per unit time, the rotational speed of the motor can be accurately calculated.

[0113] The brake pedal state parameter can be obtained through a sensor connected to the brake pedal. The brake pedal is usually equipped with sensors for real-time monitoring of the pedal's displacement, force, and other state information. These sensors may be analog signal sensors or digital signal sensors, which can convert the physical state of the pedal into an electrical signal and then send it to the controller.

[0114] It can be understood that after the driver issues a braking request, the primary goal of the vehicle is to decelerate (the core safety requirement), that is, to control the vehicle to brake through the jerk control system. The vehicle's jitter is not the direct goal or initial phenomenon of the braking process, but a problem "derived" from the interaction of mechanical, dynamic, or control systems during the braking process. That is to say, when the vehicle starts to brake, the generation of braking force causes the vehicle to jitter. Based on this, after receiving the braking request, the vehicle needs to be braked first, and then the vehicle jitter is suppressed according to the vehicle state after braking.

[0115] Specifically, as a feasible implementation, S101 can be specifically implemented as S1011 - S1012:

[0116] S1011. In response to the braking request, control the operation of the jerk control system according to the driving state parameter.

[0117] It should be understood that, as an implementation, the braking request usually comes from the driver's operation, such as stepping on the brake pedal. As another implementation, the vehicle may also be equipped with an automatic braking system, which can automatically trigger a braking request when detecting a potential collision risk based on the input from sensors such as radar and cameras.

[0118] After receiving the braking request, the braking request is first converted into an electrical signal or a hydraulic signal, and these signals are then transmitted to each component of the jerk control system, causing the actuators (such as brake calipers, brake shoes, etc.) of the jerk control system to start working and apply braking force to the wheels.

[0119] As a feasible implementation manner, S1011 can be specifically implemented as follows: controlling the crosstalk control system to generate a target braking force according to the driving state parameters to achieve braking of the vehicle.

[0120] By real-time monitoring of the vehicle driving state (such as wheel speed, acceleration, steering angle, load, etc.), the crosstalk control system dynamically adjusts the target braking force, which can not only achieve efficient braking, but also significantly improve driving safety, comfort and system reliability.

[0121] As an implementation manner, in order to ensure the stability and safety of the vehicle, the crosstalk control system can generate a target braking force according to the driving state parameters, as well as factors such as the vehicle's weight distribution, road surface conditions, and the driver's braking intention, and intelligently distribute it to each wheel.

[0122] The target braking force is the ideal braking force level that the crosstalk control system needs to achieve. It needs to be determined according to the vehicle's driving state parameters (such as the vehicle's current speed, acceleration, etc.) to obtain a smooth braking effect. It should be understood that the target braking force is also related to factors such as the driver's braking intensity and road surface conditions.

[0123] As an implementation manner, the crosstalk control system can real-time monitor the vehicle's driving state parameters through sensors, such as vehicle speed, wheel speed, deceleration, etc. Furthermore, according to the real-time monitored data, the crosstalk control system dynamically adjusts the magnitude and distribution of the braking force to ensure that the actual braking force is as close as possible to the target braking force.

[0124] As an implementation manner, the crosstalk control system also usually adopts a closed-loop control strategy, by comparing the difference between the actual braking force and the target braking force, and adjusting the output of the braking force accordingly to achieve more precise control, which is not elaborated in this embodiment of the application.

[0125] S1012. Control the pitch control system to operate based on the updated driving state parameters after the crosstalk control system runs.

[0126] When the vehicle is braking, due to inertia, the front part of the vehicle will sink and the rear part will lift. This pitching motion may cause discomfort to passengers and instability of the vehicle. In order to suppress the pitching jitter of the vehicle during braking, it is necessary to real-time update the vehicle's driving state parameters, such as speed, acceleration, pitch angle, etc., through the crosstalk control system. Furthermore, according to the real-time monitored driving state parameters, the pitch control system will adjust the vertical forces of the front and rear suspension systems.

[0127] It should be understood that the pitch direction usually corresponds to the Z-axis direction of the vehicle coordinate system, which represents the direction of the vehicle's vertical movement. In order to suppress this pitching jitter, the pitch control system needs to output a force in the Z-axis direction of the vehicle coordinate system that can cancel the jitter.

[0128] As a feasible implementation, S1012 can be specifically implemented as: controlling the output of the target driving force of the suspension motor in the pitch control system based on the updated driving state parameters to suppress the jitter of the vehicle in the pitch direction.

[0129] The direction of the target driving force output by the pitch control system is towards the Z-axis direction of the vehicle coordinate system. It should be understood that the target driving force can be generated by the actuators (such as suspension motors, electromagnetic suspensions, hydraulic suspensions, etc.) in the pitch control system, and this force will directly act on the sprung mass to suppress the jitter of the vehicle in the pitch direction.

[0130] It should be understood that the sprung mass refers to all the mass borne by the suspension and includes the mass of some suspension components.

[0131] Exemplarily, please refer to Figure 5 , during braking, the front axle motor usually bears a large braking force, causing the front of the vehicle to sink and generating a backward pitching moment. During braking, the braking force borne by the rear axle motor is relatively small, but the rear of the vehicle will still be relatively lifted due to inertia, generating a forward pitching moment.

[0132] Please continue to refer to Figure 5 , the center of mass of the vehicle is c.g., and the height of the center of mass is h φg , when the vehicle is braking, the longitudinal acceleration is opposite to the forward direction of the vehicle, and the vehicle will be affected by inertial force and front and rear spring forces, that is: -m s a x h φg -2K SF a 2 φ - 2K SR b 2 φ. This causes the vehicle to be unevenly stressed, resulting in the front of the vehicle sinking and the rear rising.

[0133] To balance the forces on the vehicle, it is necessary to make the suspension motor output the target driving force to satisfy the following pitch dynamics equation:

[0134]

[0135] h φg is the height of the center of mass; K SF is the front axle spring stiffness; a is the distance from the center of mass to the front axle; φ is the pitch angle; K SR is the rear axle spring stiffness; b is the distance from the center of mass to the rear axle; F Mfl 、F Mfr 、F Mrl 、F Mrr are the target driving forces corresponding to the left front axle motor, right front axle motor, left rear axle motor, and right rear axle motor respectively.

[0136] It should be understood that m s a x h φg is used to represent the inertial force acting on the vehicle, and 2K SF a 2 φ and 2K SR b 2 φ are respectively the spring forces of the front and rear springs acting on the vehicle, and (F Mfl +F Mfr )a and (F Mrl +F Mrr )b are the active forces acting on the vehicle.

[0137] That is to say, in order to balance the vehicle during braking, the pitch angular acceleration of the vehicle becomes smaller and smaller (approaching 0), and it is necessary to control the motor to output a certain target driving force to balance the influence of the inertial force and the spring force on the vehicle.

[0138] It can be seen that the vehicle control method provided by the embodiments of the present application controls the operation of the crosstalk control system according to the driving state parameters of the vehicle, which can ensure that the vehicle obtains stable and sufficient braking force during braking, so as to realize the smooth deceleration or stop of the vehicle and avoid the phenomenon of braking crosstalk. At the same time, the operation of the pitch control system is controlled according to the driving state parameters of the vehicle to suppress the jitter in the pitch direction of the vehicle, further enhancing the stability of braking. It can be understood that the crosstalk phenomenon and the nodding phenomenon during braking not only affect the driving stability but also may cause discomfort to passengers. The solution of the present application controls the operation of the crosstalk control system and the pitch control system based on the driving state parameters of the vehicle to control the body state of the vehicle through the crosstalk control system and the pitch control system. It can not only make the vehicle obtain smoother braking, effectively suppress the braking crosstalk phenomenon, but also effectively suppress the nodding phenomenon during vehicle braking, further improving the comfort of driving and riding in the vehicle, that is, improving the user experience.

[0139] In some embodiments, since there is a close relationship between the driving state parameters of the vehicle and the braking nodding phenomenon, and the suspension motor is usually used to drive the suspension system of the vehicle to realize the adjustment of the suspension height, the optimization of the shock absorption performance, etc. Therefore, in order to more accurately determine the target driving force, it can be determined by combining the current motion state of the vehicle and the state information of the suspension motor.

[0140] Specifically, as a feasible implementation method, please refer to Figure 6 , controlling the suspension motor in the pitch control system to output a target driving force based on the updated driving state parameters may include the following steps:

[0141] S201. Determine the braking pitch-related force based on the updated driving state parameters and the state information of the suspension motor.

[0142] It should be understood that the target actuating force is intended to counteract vibrations and impacts caused by factors such as road surface unevenness, vehicle acceleration, and braking. The driving state parameters of the vehicle can directly reflect the dynamic behavior of the vehicle. Therefore, by determining the target actuating force based on the driving state parameters of the vehicle, the controller can quickly identify the driving state of the vehicle and adjust the target actuating force accordingly.

[0143] This real-time response ability enables the control system to promptly counteract vibrations and impacts caused by various factors, improving the vehicle's stability and ride comfort.

[0144] Among them, the acquisition method of the updated driving state parameters after the operation of the crosstalk control system can refer to the acquisition method of the driving state parameters in the above embodiments, and this application will not elaborate on this.

[0145] As a key component of the vehicle suspension system, the operation state and performance of the suspension motor directly affect the driving stability and ride comfort of the vehicle, and the state information of the suspension motor can accurately reflect the operation state and performance of the suspension motor. Through the state information of the suspension motor, it helps the controller to more precisely control the output of the motor to achieve the accurate transmission of the target actuating force.

[0146] As a feasible implementation method, the state information of the suspension motor is obtained after the operation of the crosstalk control system.

[0147] It can be understood that the body state will change after the operation of the crosstalk control system, and then phenomena such as jitter will occur. Therefore, obtaining the state information of the suspension motor after the operation of the crosstalk control system will be more accurate, and thus a more accurate target actuating force can be obtained.

[0148] As a feasible implementation method, the state information of the suspension motor includes: the motor speed of the suspension motor and / or the motor position of the suspension motor.

[0149] In order to more accurately determine the target actuating force and better suppress the vehicle from nodding, the force corresponding to the mechanical effect accompanied by the pitching motion generated by the vehicle due to inertia during braking can be determined first, that is, the force related to the braking pitch process (braking pitch-related force), and then the target actuating force can be determined based on the braking pitch-related force.

[0150] It should be understood that the braking pitch-related force refers to the force that needs to be generated due to the pitching motion of the vehicle body during vehicle braking. The magnitude and direction of this force depend on multiple factors such as the braking performance of the vehicle, the characteristics of the suspension system, and the road surface conditions. During braking, the front part of the vehicle body will sink and the rear part will rise, forming a pitching motion.

[0151] Therefore, based on the driving state parameters of the vehicle and the state information of the suspension motor, the braking pitch-related force can be determined.

[0152] As an implementation, the braking pitch-related force includes at least one of a braking pitch angle stiffness force, a braking pitch angle damping force, a braking pitch position stiffness force, and a braking pitch position damping force.

[0153] Among them, the braking pitch angle stiffness force is related to the pitch angle stiffness of the vehicle. The pitch angle stiffness can be defined as the elastic restoring moment of the suspension on the vehicle body when the sprung mass generates a unit pitch angle. During braking, when the vehicle generates pitch angle vibration (such as the front part lifting and the rear part sinking), the suspension system needs to generate a restoring moment to resist this pitch motion, and this restoring moment can be called the braking pitch angle stiffness force.

[0154] The braking pitch angle damping force is related to the pitch angle damping of the vehicle. During braking, when the vehicle generates pitch motion, the damper in the suspension system absorbs energy, and thus a damping moment in the opposite direction of the pitch motion, that is, the braking pitch angle damping force, needs to be generated to slow down the speed and amplitude of the pitch motion. This force mainly acts on suppressing the pitch angular velocity of the vehicle body, thereby reducing the pitch amplitude of the vehicle body.

[0155] The braking pitch position stiffness force can be understood as the stiffness force that needs to resist the pitch motion during the pitch motion of the vehicle due to the position change (especially the change in the position of the front axle). The magnitude of this force depends on the stiffness of the suspension system and the pitch degree of the vehicle.

[0156] The braking pitch position damping force refers to the damping force generated due to the position change of the suspension system or related components during vehicle braking. This force mainly acts on specific suspension positions or components to suppress the vibration or motion of that position.

[0157] It should be noted that the methods for determining the braking pitch angle stiffness force, the braking pitch angle damping force, the braking pitch position stiffness force, and the braking pitch position damping force can be referred to the following embodiments, and the present application will not elaborate herein.

[0158] S202. Determine the target actuation force based on the braking pitch-related force.

[0159] The braking pitch-related force refers to the force that needs to be generated during vehicle braking due to the pitch motion of the vehicle body. The braking pitch-related force can be used to characterize the influence degree of the pitch motion on the driving stability of the vehicle. Furthermore, based on the braking pitch-related force, the target actuation force of each suspension motor can be determined, so that the target actuation force can balance the pitch moment of the vehicle, thereby suppressing the pitch motion of the vehicle.

[0160] It should be noted that if a vehicle is equipped with multiple suspension motors, the braking pitch-related forces corresponding to each suspension motor may indeed be different. Exemplarily, there may be differences in the design and function of the front and rear suspensions of the vehicle, so the pitch-related forces generated by their corresponding suspension motors during braking will also be different. For example, the front suspension may require greater damping force to suppress the nose dive phenomenon during braking, while the rear suspension may focus more on suppressing the roll of the vehicle body.

[0161] Therefore, as a feasible implementation method, in the case where a vehicle includes multiple suspension motors, it is necessary to separately determine the braking pitch-related force corresponding to each motor, and then determine the target actuation force corresponding to each suspension motor.

[0162] It can be understood that by precisely controlling the target actuation force output by each suspension motor, the phenomena such as bumps and vibrations generated when the vehicle brakes on an uneven road surface can be effectively suppressed, thereby improving the riding comfort.

[0163] S203. Control the suspension motor to output the target actuation force.

[0164] After determining the target actuation force, the target actuation force can be output to the control system of the motor shock absorber, so that the control system outputs a corresponding target drive current according to the target actuation force to drive the motor body to generate an actuation force acting on the sprung mass, thereby realizing precise control of the suspension.

[0165] Based on S201 - S203, it can be seen that the solution provided in this embodiment can, based on the driving state parameters of the vehicle and the state information of the suspension motor, determine the braking pitch-related force generated during the braking process of the vehicle due to the pitching motion of the vehicle body. Furthermore, based on the braking pitch-related force, the target actuation force of the suspension system is determined and the target actuation force is output. That is, in order to balance the pitching moment of the vehicle, the output force of the suspension system is adjusted to offset the pitching moment generated by the braking pitch motion, and thus the pitching motion of the vehicle can be effectively suppressed.

[0166] In some embodiments, the braking pitch angle stiffness force is related to the pitch angle stiffness of the vehicle. The pitch angle stiffness can be defined as the elastic restoring moment of the suspension to the vehicle body when the sprung mass generates a unit pitch angle. During the braking process, when the vehicle generates pitch angle vibrations (such as the front part lifting and the rear part sinking), the suspension system needs to generate a restoring moment to resist this pitching motion, and this restoring moment can be referred to as the braking pitch angle stiffness force.

[0167] To some extent, an increase in longitudinal acceleration will lead to an increase in the vehicle's pitch angle (especially during acceleration or hard braking), which in turn requires the suspension system to generate a greater restoring moment to resist pitching motion. Therefore, as an implementation method, it can be considered that there is a certain degree of positive correlation between the braking pitch angle stiffness force and the vehicle's longitudinal acceleration.

[0168] It should be noted that this positive correlation is not absolute. Because the braking pitch angle stiffness force is also affected by many other factors, such as the stiffness and damping characteristics of the suspension system, the height of the vehicle's center of mass, the front and rear axle load distribution, etc. Changes in these factors may change the relationship between the pitch angle stiffness force and the longitudinal acceleration.

[0169] As a feasible implementation method, the braking pitch angle stiffness force is calculated by the following formula:

[0170] f1 = k ax a x

[0171] where f1 is the braking pitch angle stiffness force, and k ax is the pitch angle stiffness coefficient corresponding to the position of the suspension motor; a x is the longitudinal acceleration in the updated driving state parameters.

[0172] It should be understood that the pitch angle stiffness coefficient is an important parameter describing the ability of the suspension system to resist pitching motion. It is usually related to factors such as the geometric structure of the suspension, material properties, and connection methods. For a suspension system including a front axle and a rear axle, the front axle and the rear axle usually have their own stiffness coefficients. These stiffness coefficients reflect the ability of the suspension system to resist pitching motion at different positions. Therefore, if the installation position of the suspension motor is on the front side of the vehicle, the pitch angle stiffness coefficient corresponding to the position of the above suspension motor is the front axle stiffness coefficient; if the installation position of the suspension motor is on the rear side of the vehicle, the pitch angle stiffness coefficient corresponding to the position of the above suspension motor is the rear axle stiffness coefficient.

[0173] It should be noted that the above formula simplifies the calculation process of the braking pitch angle stiffness force. In actual applications, the braking pitch angle stiffness force is also affected by many other factors, such as vehicle mass, the structure of the suspension system, the type of damper, the driving state of the vehicle, road conditions, etc. The embodiments of the present application do not make specific restrictions on the determination method of the braking pitch angle stiffness force.

[0174] In some embodiments, the braking pitch angle damping force is related to the pitch angle damping of the vehicle. During braking, when the vehicle undergoes a pitching motion, the dampers in the suspension system absorb energy. Therefore, a damping moment in the opposite direction of the pitching motion, i.e., the braking pitch angle damping force, is required to slow down the speed and amplitude of the pitching motion.

[0175] During braking, as the pitch angular velocity increases, the pitch amplitude of the vehicle body also increases accordingly. To resist this pitching motion, the suspension system needs to generate a greater damping force. Therefore, there is a positive correlation between the braking pitch angle damping force and the pitch angular velocity.

[0176] As a feasible implementation method, the braking pitch angle damping force is calculated by the following formula:

[0177]

[0178] Pitch angular velocity.

[0179] It may include the front axle pitch angle damping coefficient or the rear axle pitch angle damping coefficient. Taking the front axle pitch angle damping coefficient as an example, the front axle pitch angle damping coefficient is a parameter that describes the ability of the front axle part of the suspension system to generate damping force during pitching motion. It reflects the damping characteristics of the suspension system for pitching motion. When the vehicle brakes, the front axle is subjected to a large longitudinal force, resulting in a pitching motion. At this time, the greater the front axle pitch angle damping coefficient, the greater the damping force generated by the suspension system, and the stronger the inhibitory effect on the pitching motion.

[0180] Therefore, during the vehicle braking process, the braking pitch angle damping force is jointly determined by the front axle pitch angle damping coefficient and the pitch angular velocity. The front axle pitch angle damping coefficient determines the damping characteristics of the suspension system for pitching motion, while the pitch angular velocity reflects the speed of the vehicle body pitching motion. Changes in these two parameters will affect the magnitude and direction of the braking pitch angle damping force.

[0181] It should be noted that the above formula simplifies the calculation process of the braking pitch angle damping force. In the actual application process, the braking pitch angle damping force is also affected by many other factors, such as the structure of the suspension system, the type of damper, the driving state of the vehicle, the road surface conditions, etc. The embodiments of the present application do not make specific limitations on the determination method of the braking pitch angle damping force.

[0182] In some embodiments, the braking pitch position stiffness force can be understood as the stiffness force required to resist the pitching motion during the pitching motion of the vehicle due to position changes (especially the change in the position of the front axle). The magnitude of this force depends on the stiffness of the suspension system and the pitching degree of the vehicle.

[0183] When a vehicle pitches, the front axle springs deform, and the position of the suspension motor changes. The spring travel (the change in motor position) determines the suspension system's resistance to pitch motion. Therefore, as a practical implementation, the brake pitch position stiffness is positively correlated with the motor displacement distance. The motor displacement distance represents the distance between the suspension motor's initial position and the suspension motor's initial position.

[0184] It should be understood that since the suspension motors require the vehicle's spring system (including front and rear axle springs) to support their weight, the spring system not only provides necessary support but also acts as a buffer and shock absorber, ensuring smooth vehicle operation under various road conditions. Therefore, in some embodiments, the motor displacement can be determined by calculating the spring travel.

[0185] Therefore, as a feasible implementation method, the braking pitch position stiffness force is calculated by the following formula:

[0186] f3=kz d

[0187] Where f3 is the braking pitch position stiffness force; k is the stiffness coefficient corresponding to the position of the suspension motor; z d is the motor displacement distance corresponding to the suspension motor.

[0188] It should be understood that k can include the front axle stiffness coefficient or the rear axle stiffness coefficient. Taking the front axle stiffness coefficient as an example, it describes the front axle's ability to resist deformation. It reflects the restoring torque or force required per unit deformation of the front axle when subjected to an external force. The value of this coefficient depends on factors such as the suspension system's geometry, material properties, and connection method.

[0189] z d This can include the front axle motor displacement distance or the rear axle motor displacement distance. For example, the front axle motor displacement distance refers to the distance the suspension motor moves due to the front axle spring extending or contracting under load. This parameter directly affects the stiffness of the suspension system and the pitch of the vehicle. When the motor displacement distance is large, the suspension system's resistance to pitch motion is relatively weak, as the spring supporting the suspension motor requires greater deformation to generate sufficient restoring torque. Conversely, when the motor displacement distance is small, the suspension system's resistance to pitch motion is relatively strong.

[0190] Therefore, the pitch position stiffness is the result of the combined effect of the front axle position stiffness coefficient and the front axle motor displacement. Changes in these two parameters will affect the stiffness of the suspension system and the pitch of the vehicle, thereby affecting the pitch position stiffness.

[0191] As a feasible implementation method, the motor displacement distance is determined based on the pitch angle in the updated driving state parameters and the distance between the position of the suspension motor and the vehicle's center of mass.

[0192] For the sake of convenience in explanation, the following takes the front axle motor displacement distance as an example for illustration:

[0193] The pitch angle is the rotation angle of the vehicle around its transverse axis. When the vehicle accelerates, brakes, or travels on an uneven road surface, pitching motion will occur. This kind of motion will cause changes in the loads on the front axle and the rear axle, thus affecting the moving distance of the front axle suspension motor. Specifically, when the vehicle accelerates, due to inertia, the rear part of the vehicle will sink and the front part will rise, resulting in a decrease in the load on the front axle and a corresponding decrease in the motor displacement distance; on the contrary, when the vehicle brakes, the load on the front axle will increase and the motor displacement distance will also increase accordingly.

[0194] The distance between the front axle and the vehicle's center of mass is another important factor affecting the front axle motor displacement distance. The center of mass is the central point of the vehicle's gravity, which determines the balance state of the vehicle during pitching motion. When the distance between the front axle and the center of mass is relatively close, the influence of the pitching motion on the front axle motor displacement distance will be relatively small; on the contrary, when the distance between the front axle and the center of mass is relatively far, the influence of the pitching motion on the front axle motor displacement distance will be relatively large. This is because the position of the center of mass determines the moment of inertia of the vehicle during pitching motion, thus affecting the compression or stretching degree of the spring carrying the suspension motor.

[0195] Therefore, the front axle motor displacement distance is the result of the combined action of these two factors: the pitch angle and the distance between the front axle and the center of mass.

[0196] Specifically, as an implementation method, the front axle motor displacement distance can be determined by the following formula:

[0197] where z df is the front axle motor displacement distance; z c is the vertical displacement of the center of mass; a is the distance between the front axle and the center of mass; is the pitch angle.

[0198] As another implementation method, the rear axle motor displacement distance can be determined by the following formula:

[0199] where z dr is the rear axle motor displacement distance; z c is the vertical displacement of the center of mass; b is the distance between the rear axle and the center of mass; is the pitch angle.

[0200] It should be noted that the above formula simplifies the calculation process of the braking pitch position stiffness force. In the actual application process, the braking pitch position stiffness force is also affected by many other factors, such as the structure of the suspension system, the type of damper, the driving state of the vehicle, the road surface conditions, etc. The embodiments of the present application do not make specific limitations on the determination method of the braking pitch position stiffness force.

[0201] In some embodiments, the braking pitch position damping force is the damping force that needs to be generated during the vehicle braking process due to the position change of the suspension system or related components. This force is mainly used to suppress the vibration or movement of a specific suspension position or component, thereby improving the vehicle's stability and ride comfort. The braking pitch damping force is the component of this damping force in the pitch movement direction.

[0202] When the vertical movement speed of the suspension motor is relatively fast, it means that the vehicle is experiencing a large pitch movement or requires a faster suspension response. At this time, in order to quickly suppress the pitch movement, the suspension system needs to provide a greater damping force. Therefore, the faster the vertical movement speed of the suspension motor, the greater the required braking pitch position damping force usually is.

[0203] Therefore, as a feasible implementation method, the braking pitch position damping force is positively correlated with the motor speed of the suspension motor.

[0204] As a feasible implementation method, the braking pitch position damping force is calculated by the following formula:

[0205] f4 = cv d

[0206] Where, f4 is the braking pitch position damping force; c is the damping coefficient corresponding to the position of the suspension motor; v d is the motor speed of the suspension motor.

[0207] The damping coefficient is a parameter that describes the ability of the damper to absorb and consume vibration energy. It measures how much damping force the damper can generate to resist the external force when it is subjected to an external force. The damping coefficient corresponding to the position of the suspension motor includes the front axle damping coefficient or the rear axle damping coefficient. The front axle damping coefficient specifically refers to the damping ability of the front suspension system, and the rear axle damping coefficient specifically refers to the damping ability of the rear suspension system. The greater the damping coefficient, the greater the damping force that the suspension system can generate when subjected to an external force, and thus the greater the generated braking pitch damping force.

[0208] Therefore, the braking pitch position damping force can be determined based on the damping coefficient corresponding to the position of the suspension motor and the motor speed of the suspension motor.

[0209] As a feasible implementation method, the motor speed of the suspension motor is determined based on the pitch angular velocity and the distance between the position of the suspension motor and the vehicle's center of mass.

[0210] During the vehicle's driving process, the change in the pitch angular velocity will directly affect the vertical movement requirement of the suspension motor. For example, when the vehicle performs emergency braking or acceleration, the vehicle body will generate pitch motion. At this time, the suspension motor needs to respond quickly to adjust the height of the suspension, so as to maintain the stability of the vehicle body. Therefore, the pitch angular velocity can be an important reference factor for the motor speed of the suspension motor.

[0211] Secondly, the distance between the position of the suspension motor and the vehicle's center of mass is also an important factor affecting the vertical movement speed of the suspension motor. This distance determines the magnitude of the torque that the suspension motor needs to overcome when adjusting the height of the suspension. If the suspension motor is far from the vehicle's center of mass, then the torque required to adjust the height of the suspension will be larger. Therefore, the rated speed of the suspension motor will also be affected accordingly. Therefore, the motor speed of the suspension motor can be determined based on the pitch angular velocity and the distance between the position of the suspension motor and the vehicle's center of mass.

[0212] Specifically, as an implementation method, the motor speed of the front axle motor can be determined by the following formula:

[0213] where, v df is the motor speed of the front axle motor, v c is the vertical speed of the center of mass, a is the distance between the front axle and the center of mass; is the pitch angular velocity.

[0214] As another implementation method, the motor speed of the rear axle motor can be determined by the following formula:

[0215] where, v dr is the motor speed of the rear axle motor, v c is the vertical speed of the center of mass, b is the distance between the rear axle and the center of mass; is the pitch angular velocity.

[0216] It should be noted that the above formula simplifies the calculation process of the braking pitch position damping force. In the actual application process, the braking pitch position damping force is also affected by many other factors, such as the structure of the suspension system, the type of damper, the driving state of the vehicle, the road surface conditions, etc. The embodiments of the present application do not make specific limitations on the determination method of the braking pitch position damping force.

[0217] In some embodiments, when the vehicle is in different braking stages, the motion state and force conditions of the vehicle are different, so the braking pitch-related forces generated are also different. Therefore, the braking pitch-related forces corresponding to the vehicle can be determined based on the braking stage in which the vehicle is located.

[0218] As a feasible implementation manner, determining the braking pitch-related forces based on the driving state parameters of the vehicle and / or the state information of the suspension motor in the above embodiments includes:

[0219] S11. Determine the braking stage in which the vehicle is located during braking based on the vehicle speed.

[0220] Among them, the braking stage includes a first braking stage and a second braking stage located after the first braking stage; different braking stages correspond to different braking pitch-related forces.

[0221] Since the faster the vehicle speed, the more obvious the pitching motion of the vehicle during braking may be. This is because a faster vehicle speed means a greater inertial force acting on the vehicle, resulting in a more obvious phenomenon of the front part lifting and the rear part sinking. Therefore, the braking process can be divided into two consecutive braking stages based on the vehicle speed, so that each braking stage corresponds to different braking pitch-related forces.

[0222] As a feasible implementation manner, when the vehicle speed is greater than or equal to the first preset vehicle speed threshold, it is determined that the vehicle is in the first braking stage; when the vehicle speed is less than or equal to the second preset vehicle speed threshold, it is determined that the vehicle enters the second braking stage from the first braking stage; wherein, the second preset vehicle speed threshold is less than or equal to the first preset vehicle speed threshold.

[0223] It should be understood that the first preset vehicle speed threshold and the second preset vehicle speed threshold are preset by the system and can be determined according to requirements during actual application. The embodiments of the present application do not limit this. Exemplarily, as a feasible implementation manner, the first preset vehicle speed threshold can be 5 km / h, and the second preset vehicle speed threshold can be 2 km / h. The braking process is a process in which the vehicle speed gradually decreases. When it is determined that the vehicle is in the braking process, the vehicle will start to decrease from the original speed exceeding the first vehicle speed threshold until it is less than or equal to the first preset vehicle speed threshold. During this braking process, as long as the vehicle speed is greater than the first preset vehicle speed threshold, it can be determined that the vehicle is in the first braking stage; if the vehicle speed decreases to the second preset vehicle speed threshold, it is determined that the vehicle enters the second braking stage from the first braking stage.

[0224] It should be noted that during the braking process, the vehicle speed may also increase. If the vehicle speed gradually rises from the second preset vehicle speed threshold to be greater than or equal to the first preset vehicle speed threshold, it can be determined that the vehicle enters the first braking stage from the second braking stage. That is to say, during the braking process, the vehicle will first be in the first braking stage. Furthermore, if the vehicle is in the first braking stage, when the vehicle speed is less than or equal to the second preset vehicle speed threshold, it enters the second braking stage; if it is in the second braking stage at this time, when the vehicle speed is greater than or equal to the first preset vehicle speed threshold, it enters the first braking stage.

[0225] Since there is a certain random disturbance in the sensor signal, the second preset vehicle speed threshold and the first preset vehicle speed threshold can be made unequal to avoid frequent switching of the vehicle between the first braking stage and the second braking stage.

[0226] Exemplarily, please refer to Figure 7 , the first braking stage can be the braking process, and the second braking stage can be the braking stop stage. When the vehicle is in the braking process, when the vehicle speed Vx is less than or equal to 2 km / h, it enters the braking stop stage; if the vehicle is in the braking stop stage, when the vehicle speed Vx is greater than or equal to 5 km / h, it enters the braking process.

[0227] S12. Determine the braking pitch-related force based on the braking stage of the vehicle, the updated driving state parameters, and the state information of the suspension motor.

[0228] Since the braking pitch-related forces corresponding to different braking stages are different, the braking pitch-related force can be determined based on the braking stage of the vehicle, the updated driving state parameters, and / or the state information of the suspension motor.

[0229] As a feasible implementation method, when the vehicle is in the first braking stage, the braking pitch-related force includes the braking pitch angle stiffness force and the braking pitch angle damping force.

[0230] The braking pitch angle stiffness force is the force that reflects the ability of the vehicle to resist forces when the pitch angle changes. When the vehicle brakes, due to inertia, the front part of the vehicle will relatively lift up, and the rear part will relatively sink down, forming a pitch angle. The change in this angle will generate a restoring moment that attempts to restore the vehicle to its original horizontal state. The force corresponding to this restoring moment is the braking pitch angle stiffness force.

[0231] In the first braking stage, since the vehicle speed is relatively fast, the change in the pitch angle generated during braking will also be relatively large. Therefore, the braking pitch angle stiffness force is particularly important at this time, and it plays a key role in maintaining the stability of the vehicle and reducing the pitch movement.

[0232] The braking pitch angle damping force is a damping force related to the rate of change of the vehicle's pitch angle during braking. It is used to slow down the rate of angle change and make the pitching motion of the vehicle smoother. During the first braking phase, due to the high vehicle speed and the relatively large rate of change of the pitch angle at the initial stage of braking, the braking pitch angle damping force helps to reduce the severity of the pitching motion and improve ride comfort.

[0233] It should be noted that the braking pitch-related forces corresponding to the first braking phase do not include the braking pitch position stiffness force and the braking pitch position damping force. During the first braking phase, due to the relatively high vehicle speed during braking, the change in the vehicle's pitch angle and its corresponding mechanical response are relatively significant, while it is difficult to obtain the stiffness characteristics when the vehicle is at a specific pitch position. Therefore, the above-mentioned braking pitch position stiffness force is not the main force considered in this phase. Similar to the braking pitch position stiffness force, during the first braking phase, the rate of change of the pitch angle and its corresponding damping effect are relatively significant, while the importance of the rate of change of the pitch position itself is relatively low. Therefore, the braking pitch position damping force is also not the main force considered in this phase.

[0234] As another feasible implementation method, when the vehicle is in the second braking phase, the braking pitch-related forces include the braking pitch angle damping force, the braking pitch position stiffness force, and the braking pitch position damping force.

[0235] During the second braking phase, although the vehicle speed is low, the change in the pitch angle may still exist, especially during emergency braking or when the vehicle is heavily loaded. Therefore, the braking pitch angle damping force is still an important component, which is used to slow down the rate of change of the pitch angle and improve the vehicle's stability.

[0236] As the vehicle speed decreases, the vehicle becomes more sensitive to the braking force. At this time, the change in the vehicle's pitch position may be more significant, so the braking pitch position stiffness force begins to become important. This force reflects the vehicle's ability to resist external forces at different pitch positions and helps to maintain the vehicle's attitude stability during braking.

[0237] Similar to the braking pitch position stiffness force, the braking pitch position damping force also becomes important during the second braking phase. This force is used to slow down the rate of change of the vehicle's pitch position and make the vehicle's braking process smoother and more controllable. Especially when the vehicle speed is low and the braking force is large, the braking pitch position damping force helps to reduce the vibration and sway of the vehicle.

[0238] That is to say, in the first braking stage, due to the relatively high vehicle speed, the change in the pitching angle during braking is relatively large. Therefore, the braking pitching angle stiffness force and the braking pitching angle damping force are the main braking pitching-related forces. In the second braking stage, as the vehicle speed decreases and the braking process progresses, the vehicle's response to the braking force becomes more sensitive, and the change in the pitching position may be more significant. Therefore, the braking pitching position stiffness force and the braking pitching position damping force begin to become important.

[0239] It should be understood that based on the driving state parameters of the vehicle and / or the state information of the suspension motor, the method for determining the braking pitching-related force can refer to the above embodiments, and will not be elaborated herein.

[0240] It can be seen that the solution provided in this embodiment determines different braking pitching-related forces based on different braking stages, that is, different braking vehicle speeds correspond to different pitching-related forces, enabling the automatic adjustment of the magnitude and direction of the pitching-related force according to the driving state and braking requirements of the vehicle, so as to ensure that the determined target actuating force can guarantee the stability and controllability of the vehicle at different vehicle speeds.

[0241] In some embodiments, after obtaining the braking pitching-related force corresponding to each suspension motor, the target actuating force for offsetting the pitching moment generated by the braking pitching motion can be determined. Since the pitching motion characteristics of the front axle motor and the rear axle motor are different during braking, different calculation methods are required to determine the target actuating force.

[0242] Exemplarily, please refer to Figure 5 , during braking, the front axle motor usually bears a relatively large braking force, causing the front part of the vehicle to sink and generating a backward pitching moment. During braking, the braking force borne by the rear axle motor is relatively small, but the rear part of the vehicle will still relatively lift due to inertia, generating a forward pitching moment.

[0243] It should be noted that when determining the target actuating force, it may also be necessary to consider the control output forces of other modules, such as the steering control module, the brake assist control module, etc. These modules may also generate certain control output forces during braking, and although these forces are relatively small, they may also affect the pitching state of the vehicle in some cases.

[0244] As a feasible implementation method, the target actuating force corresponding to the front axle motor is: the difference between the braking pitching angle damping force corresponding to the front axle motor and the sum of other braking pitching forces corresponding to the front axle motor.

[0245] Specifically, the target actuating force corresponding to the front axle motor is determined by the following formula:

[0246] F Mf =-f 11 +f21 -f 31 -f 41

[0247] Among them, F Mf is the target driving force corresponding to the front axle motor; f 11 , f 21 , f 31 , f 41 are respectively the braking pitch angle stiffness force, braking pitch angle damping force, braking pitch position stiffness force, and braking pitch position damping force corresponding to the front axle motor.

[0248] It should be understood that the braking pitch angle stiffness force is the restoring force generated when the vehicle pitch angle changes. It attempts to restore the vehicle to the non-pitched state. The direction of the braking pitch angle stiffness force is usually opposite to the direction of the pitch angle change. If the front part of the vehicle sinks (i.e., the pitch angle increases), the pitch angle stiffness force will act upward, attempting to lift the front part of the vehicle. Combining the above embodiments, it can be seen that the pitch angle stiffness force of the front axle is related to the longitudinal acceleration and the front axle pitch angle stiffness coefficient. The longitudinal acceleration is usually negative, and the front axle pitch angle stiffness coefficient is usually positive. Therefore, the braking pitch angle stiffness force corresponding to the front axle motor is usually negative. Therefore, when calculating the target driving force corresponding to the front axle motor, the front axle braking pitch angle stiffness force needs to be subtracted.

[0249] The braking pitch angle damping force is used to slow down the change rate of the vehicle pitch angle. Therefore, the direction of the braking pitch angle damping force is usually opposite to the direction of the pitch angular velocity. During braking, due to the "nodding" phenomenon caused by inertia, the pitch angle of the vehicle will increase. Therefore, the direction of the pitch angular velocity is usually negative, that is, pointing in the direction of the front part of the vehicle sinking. Therefore, the braking pitch angle damping force corresponding to the front axle is usually upward. Furthermore, when calculating the target driving force corresponding to the front axle motor, the braking pitch angle damping force needs to be added.

[0250] The braking pitch position stiffness force is usually opposite to the direction of the change in the vehicle pitch position. During braking, the front part of the vehicle sinks, that is, the vehicle pitch position corresponding to the front axle is downward, that is, the direction of the braking pitch position stiffness force is upward. Since the braking pitch position stiffness force of the front axle is related to the stiffness coefficient corresponding to the position of the suspension motor (front axle) and the motor displacement distance, the front axle stiffness coefficient is positive, and the front axle spring is usually compressed. Therefore, the front axle motor displacement distance is usually negative. Therefore, when calculating the target driving force corresponding to the front axle motor, the front axle braking pitch position stiffness force needs to be subtracted.

[0251] The braking pitch position damping force is the force used to slow down the rate of change of the vehicle's pitch position. It is similar to the pitch angle damping force, but targets the change in pitch position rather than the change in pitch angle. The direction of the braking pitch position damping force may be opposite to the direction of the rate of change of the pitch position. That is, during braking, the braking pitch position damping force corresponding to the front axle motor is upward. Since the braking pitch position damping force of the front axle is related to the front axle damping coefficient and the front axle motor speed, and the front axle motor speed is usually negative. Therefore, the braking pitch position damping force of the front axle needs to be subtracted when calculating the target driving force corresponding to the front axle motor.

[0252] As a feasible implementation method, the target driving force corresponding to the rear axle motor is: the difference between the braking pitch angle stiffness force corresponding to the rear axle motor and the sum of other braking pitch forces corresponding to the rear axle motor.

[0253] Specifically, the target driving force corresponding to the rear axle motor is determined by the following formula:

[0254] F Mr =f 12 -f 22 -f 32 -f 42

[0255] Where, F Mr is the target driving force corresponding to the rear axle motor; f 12 , f 22 , f 32 , f 42 are respectively the braking pitch angle stiffness force, the braking pitch angle damping force, the braking pitch position stiffness force and the braking pitch position damping force corresponding to the rear axle motor.

[0256] The pitch angle stiffness force is the restoring force generated during vehicle braking due to pitch motion (the front of the vehicle sinks and the rear of the vehicle rises), attempting to restore the vehicle to the non-pitched state. When the vehicle brakes, the center of gravity moves forward, causing the front of the vehicle to sink and the rear of the vehicle to rise. The pitch angle stiffness force corresponding to the rear axle motor attempts to resist the tendency of the rear of the vehicle to rise, so its direction is downward. Combining the above embodiments, it can be seen that the rear axle pitch angle stiffness force is related to the longitudinal acceleration and the rear axle pitch angle stiffness coefficient. The pitch angle stiffness coefficient is a parameter that describes the stiffness characteristics of the suspension system during pitch motion (i.e., the relative up and down motion of the front and rear axles). During braking, the center of gravity of the vehicle moves forward, which usually causes an increase in the load on the front axle and a decrease in the load on the rear axle. This load transfer affects the force on the suspension system, thereby affecting the value of the pitch angle stiffness coefficient, making the rear axle pitch angle stiffness coefficient usually negative. Since the longitudinal acceleration is usually negative, the braking pitch angle stiffness force corresponding to the rear axle motor is usually positive. Therefore, the braking pitch angle stiffness force of the rear axle needs to be added when calculating the target driving force corresponding to the rear axle motor.

[0257] The braking pitch angle damping force is the damping force generated by the pitching motion (the front of the vehicle sinks and the rear of the vehicle rises) when the vehicle brakes, and is used to suppress the pitching angular velocity. When the vehicle brakes, the center of gravity moves forward, resulting in the front of the vehicle sinking and the rear of the vehicle rising. The rear axle braking pitch angle damping force attempts to slow down the rising speed of the rear of the vehicle, so its direction is opposite to the direction of the rising motion of the rear of the vehicle, that is, downward. Therefore, when determining the target driving force corresponding to the rear axle motor, the braking pitch angle damping force needs to be subtracted.

[0258] The braking pitch position stiffness force is usually opposite to the direction of change of the vehicle pitch position. When braking, the rear of the vehicle rises, that is, the vehicle pitch position corresponding to the front axle is upward, that is, the direction of the braking pitch position stiffness force is downward. Therefore, when determining the target driving force corresponding to the rear axle motor, the braking pitch position stiffness force needs to be subtracted.

[0259] The braking pitch position damping force is a force used to slow down the rate of change of the vehicle pitch position. It is similar to the pitch angle damping force, but targets the change in pitch position rather than the change in pitch angle. The direction of the braking pitch position damping force may be opposite to the direction of the rate of change of the pitch position, that is, during braking, the braking pitch position damping force corresponding to the rear axle motor is downward. Therefore, when determining the target driving force corresponding to the rear axle motor, the braking pitch position damping force needs to be subtracted.

[0260] It should be noted that in different stages of the braking process, the corresponding braking pitch-related forces are different. In the case where the vehicle is in the first braking stage, the braking pitch-related forces include the braking pitch angle stiffness force and the braking pitch angle damping force; in the case where the vehicle is in the second braking stage, the braking pitch-related forces include the braking pitch angle damping force, the braking pitch position stiffness force, and the braking pitch position damping force.

[0261] Therefore, when calculating the target driving force, it is also necessary to determine according to the braking pitch-related forces corresponding to this stage. Specifically, in the first braking stage, the coefficients of the braking pitch position stiffness force and the braking pitch position damping force in the above formula can be set to 0, that is, the braking pitch position stiffness force and the braking pitch position damping force are no longer calculated; in the second braking stage, the coefficient of the braking pitch angle stiffness force in the above formula can be set to 0, that is, the braking pitch angle stiffness force is no longer calculated.

[0262] In some embodiments, in order to illustrate the suppression effect of the vehicle control method provided by the embodiments of the present application on the phenomenon of braking dive, the following is described in conjunction with the pitch dynamics equation provided in the above embodiments.

[0263] The pitch dynamics equation is: Substituting the target driving forces corresponding to the multiple motors in the above embodiments into the pitch dynamics equation, we can obtain:

[0264]

[0265] Simplifying the above equation gives:

[0266]

[0267] For ease of description, let A = J yy ;

[0268] Solving this equation gives the roots of the equation as:

[0269] It can be seen that B is the real part of the root of the pitch dynamics equation. When the value of B is large, it means that the root of the pitch dynamics equation has a large real part, which implies that the response speed of the system is fast, that is, the convergence speed of the pitch amplitude will be accelerated. This is because a larger B value will make the poles of the system closer to the real axis, thus accelerating the convergence process of the system. However, an overly large B value will also cause problems. An overly large B value may lead to overshoot in the system. This is because the system responds too quickly and may deviate excessively before reaching the target value and then callback to near the target value. This process of excessive deviation and callback is overshoot. Overshoot may have adverse effects, such as increasing the vibration and instability of the system, and may even damage the structure and performance of the system.

[0270] Therefore, when performing braking pitch control on a vehicle, it is necessary to balance the magnitude of the B value. On the one hand, it is desired that the B value is large enough to ensure that the system has a fast response speed and convergence speed; on the other hand, it is necessary to avoid the overshoot problem caused by an overly large B value.

[0271] is the real part of the root of the pitch dynamics equation. The larger this value is, the greater the pitch vibration frequency. In order to reduce the energy transfer between different vibration modes, it is indeed necessary to stagger the design of the pitch vibration frequency from the frequencies of other vibration modes (such as Ax vibration). To achieve this purpose, it is usually necessary to finely adjust the system parameters.

[0272] First of all, mass distribution is an important factor affecting the vibration characteristics of the system. By reasonably designing the mass distribution of the system, the position of the center of mass of the system can be changed, thereby affecting the natural frequency of the system. For example, in vehicle design, by adjusting the load distribution between the front and rear axles, the pitch vibration characteristics of the vehicle can be changed. In addition, the vibration performance of the system can be further optimized by adding mass blocks or adjusting the mass distribution of components.

[0273] Secondly, the stiffness coefficient is also a key factor affecting the vibration characteristics of the system. The stiffness coefficient determines the ability of the system to resist deformation when subjected to external forces. By adjusting the stiffness coefficient of the system, the natural frequency and vibration mode of the system can be changed. For example, in a vehicle suspension system, by adjusting the stiffness of the suspension spring, the pitch vibration frequency of the vehicle can be changed. At the same time, the vibration performance of the system can be further optimized by changing the structure of the suspension system or adding additional stiffness elements.

[0274] Finally, the damping coefficient also has an important impact on the vibration characteristics of the system. The damping coefficient determines the speed of energy dissipation during the vibration process of the system. By adjusting the damping coefficient of the system, the vibration amplitude and decay speed of the system can be controlled. For example, in a vehicle suspension system, by adjusting the damping characteristics of the shock absorber, effective control of pitch vibration can be achieved.

[0275] The control requirement for D is that its absolute value is as close to zero as possible, which means that it is desired to reduce or eliminate pitch vibration as much as possible. By the pitch control system, the motion state of the vehicle and the road surface conditions are monitored in real time, and the target driving force is output to effectively suppress the pitch vibration.

[0276] In some embodiments, when the vehicle brakes, a braking "creeper" phenomenon occurs due to the energy stored in elastic units such as bushings, tires, and half shafts of the wheels. This creeper usually manifests as the vehicle experiencing unexpected displacement or vibration of the whole or part of the vehicle during deceleration due to the asynchronous inertia of various parts of the body.

[0277] Inertia is the property of an object to maintain its state of rest or uniform linear motion. When the vehicle brakes, the wheels are quickly decelerated by the frictional force of the brakes, but the body, due to inertia, still wants to maintain its original speed and continue to move forward. This speed difference causes a relative motion trend between the wheels and the body, which may lead to the creeper of the vehicle.

[0278] Please refer to Figure 8 , during the braking process of the vehicle, the spring units K sf and K sr of the vehicle suspension mainly store the elastic energy in the pitch and vertical directions during braking; when the vehicle stops braking and is about to start or accelerate, the spring units will release the previously stored elastic potential energy to assist the movement of the vehicle. During the braking and stopping stage, if the energy stored in the spring units is large, it will cause the sprung mass (i.e., the body) to have an obvious pitch motion, namely the so-called "nodding" phenomenon.

[0279] The equivalent elastic units K bf and K br, mainly stores the elastic energy of the vehicle's longitudinal movement; during braking, the bushings and tires are subjected to frictional forces from the road surface and inertial forces from the vehicle body, resulting in deformations, and converting the braking energy into elastic potential energy for storage. When the vehicle stops braking, these elastic units will release the stored energy, which may cause the vehicle to experience longitudinal jerks. This jerk usually manifests as the vehicle swaying forward and backward or unstable movement.

[0280] The equivalent elastic unit K of the half shaft df and K dr , mainly stores the torsional elastic potential energy of the wheel during braking. During braking, the half shaft of the wheel is subjected to torque from the jerk control system, resulting in torsional deformation, and converting the braking energy into torsional elastic potential energy for storage. When the vehicle stops braking, the half shaft of the wheel will release the stored torsional elastic potential energy, which may cause the wheel to experience minor torsional movement or vibration. Although the impact of this energy release on the overall movement of the vehicle is relatively small, it may also exacerbate the jerk phenomenon of the vehicle in some cases.

[0281] Therefore, when the vehicle is in the braking and stopping stage, it often occurs that the contact patch of the wheel with the ground has stopped moving relative to the ground, but the sprung mass releases the energy stored in each elastic unit at this moment. Among them, the sprung mass generates braking "nodding" due to the energy stored in the spring unit of the suspension, and generates braking "jerk" due to the energy stored in elastic units such as bushings, tires, and half shafts of the wheels.

[0282] The braking pressure refers to the pressure exerted by the jerk control system on the wheel, such as Figure 8 the T shown br and T bf , which determines the magnitude of the braking torque on the wheel. When the braking pressure is too high, the wheel may decelerate rapidly or even lock up, resulting in severe jerk phenomenon of the vehicle. This is because when the wheel locks up, the frictional force between the vehicle and the ground will change sharply, thus triggering unstable movement of the vehicle.

[0283] Therefore, in order to avoid the occurrence of braking "jerk" phenomenon, it can be achieved by reasonably controlling the braking pressure.

[0284] As a feasible implementation method, the above-mentioned controlling the jerk control system to generate the target braking force according to the driving state parameters to achieve braking of the vehicle can be specifically implemented as: when the vehicle speed in the driving state parameters is greater than or equal to the first vehicle speed threshold, controlling the jerk control system to output the target braking force based on the braking pedal state parameters of the vehicle.

[0285] It can be understood that vehicle speed is an important parameter for evaluating the driving state of a vehicle. If the driver expresses a braking intention by stepping on the brake pedal and the vehicle speed reaches or exceeds a preset vehicle speed threshold, then the vehicle jerk control system will determine and output a corresponding target braking force based on the state parameters of the brake pedal (such as the degree and speed of depression) to achieve vehicle deceleration or stop.

[0286] It should be understood that the core purpose of the jerk control system is to quickly and effectively reduce the vehicle speed until it stops when needed to ensure driving safety. That is, during the braking process, the primary consideration is how to ensure the safety of passengers and the vehicle, and only then is it necessary to consider the comfort during the braking process. That is to say, during the braking process, especially during emergency braking, the demand for comfort is usually lower than the demand for safety. Because emergency braking is often accompanied by a rapid reduction in vehicle speed, which may cause passengers to feel a strong deceleration or discomfort, but compared with safety, these discomforts are acceptable.

[0287] If the vehicle speed during the braking process reaches or exceeds the first vehicle speed threshold, then it is first necessary to reduce the vehicle speed as soon as possible according to the user's needs. Therefore, in this case, it is possible to determine the target braking force only by considering the state information of the vehicle's brake pedal, that is, the state of the brake pedal (such as the force, speed, or depth of depression) will directly determine the magnitude of the braking force generated by the jerk control system.

[0288] When the vehicle speed is relatively low, in order to ensure comfort during braking, the braking pressure can be appropriately adjusted on the premise of ensuring safety to avoid the occurrence of braking jerk.

[0289] As a feasible implementation method, the vehicle control method provided by the embodiments of the present application further includes: when the vehicle speed in the driving state parameters is less than the second vehicle speed threshold, determining an initial braking force based on the state parameters of the brake pedal; reducing the initial braking force based on the driving state parameters to obtain a target braking force; controlling the jerk control system to output the target braking force.

[0290] That is to say, when the vehicle speed is less than the second vehicle speed threshold, the vehicle is in a relatively low speed state, and at this time, the braking demand may not be as urgent as when the vehicle speed is high. Since the driver issues a braking command by stepping on the brake pedal, regardless of the vehicle speed, the state of the brake pedal (such as the depth, speed, or force of depression) is an important factor in determining the initial braking force. Therefore, it is necessary to calculate the required initial braking force based on the state information of the brake pedal.

[0291] When the vehicle speed is less than the second vehicle speed threshold, in addition to the state of the brake pedal, the driving state parameters of the vehicle (such as wheel speed, acceleration, road surface conditions, etc.) will also be taken into consideration. This information helps to adjust the braking force more precisely to avoid the discomfort caused by over-braking. Therefore, based on the driving state parameters, it is necessary to appropriately reduce the initial braking force to obtain a more suitable target braking force.

[0292] By reducing the braking pressure, the braking force applied to the wheels can be reduced, enabling the wheels to maintain a certain rolling state during braking instead of being completely locked. This can reduce the amplitude of the friction force change between the vehicle and the ground and reduce the occurrence of jerking. At the same time, reducing the braking pressure can also extend the service life of the jerk control system, reduce brake wear and heat generation.

[0293] However, it should be noted that reducing the braking pressure can also cause the vehicle to be unable to brake. Therefore, in actual operation, it is necessary to reasonably control the magnitude of the braking pressure according to the vehicle speed, road conditions, and the driver's intention to ensure that the vehicle can decelerate quickly and maintain stability during braking.

[0294] In some embodiments, during the process of controlling vehicle braking, it is also necessary to avoid the occurrence of wheel lock-up. Wheel lock-up will cause the friction force between the tire and the ground to change from rolling friction to sliding friction, which will not only reduce the braking effect but also increase the risk of vehicle out of control, especially on wet or uneven road surfaces.

[0295] Therefore, as a feasible implementation method, the method provided by the embodiments of the present application further includes: during braking, determining whether the vehicle is in a wheel lock-up state based on the vehicle speed and wheel speed; when the vehicle is in a wheel lock-up state, controlling the jerk control system to stop operating and realizing vehicle braking through the anti-lock braking system.

[0296] The wheel lock-up state is usually determined based on the comparison of the vehicle speed and wheel speed. It can be understood that under normal circumstances, the rotational speed of the wheel should maintain a certain proportional relationship with the vehicle speed. When the wheel starts to lock up, the wheel speed will drop rapidly, while the vehicle speed remains at a relatively high level due to inertia, and then the proportional relationship between the wheel speed and the vehicle speed will change. Therefore, it is possible to judge whether the wheel is in a lock-up state by real-time monitoring of the vehicle speed and wheel speed and calculating the ratio or difference between them. When this ratio or difference exceeds a preset threshold, the system considers that the wheel has or is about to lock up.

[0297] Once the wheel lock-up state is detected, measures will be taken immediately to prevent the situation from deteriorating further. Specifically, in order to prevent the wheels from completely locking up, the jerk control system will temporarily stop outputting the previously calculated target braking force. This can reduce the braking force applied to the wheels and give the wheels a chance to resume rotation.

[0298] Furthermore, the anti-lock brake system (ABS) will be activated. The ABS system maintains the wheels operating within the optimal slip ratio range by quickly and precisely adjusting the braking pressure of each wheel. This can ensure that the wheels neither completely lock up nor excessively slide during braking, thus providing the best braking effect and stability.

[0299] In some embodiments, the vehicle can be braked in the following manner:

[0300] S801. Obtain the driving state parameters, wheel speed information, and driver operation information.

[0301] The controller obtains the vehicle state information, wheel speed information, and driver operation information through various sensors, etc. It should be understood that in order to ensure the accuracy of the information, the controller can also perform filtering processing on the above information.

[0302] Among them, the driving state parameters can include the longitudinal acceleration of the vehicle, which can be used to characterize the speed change rate of the vehicle.

[0303] The driver operation information can include the brake pedal state parameters, that is, the opening information of the brake pedal, which can be used to characterize whether the driver steps on the brake pedal and the stepping force when stepping on the brake pedal, etc., that is, it can determine whether vehicle braking is required and the braking force.

[0304] S802. Determine the wheel lock-up state.

[0305] Since wheel lock-up will cause a sharp decline in the vehicle's controllability and even complete loss. If the wheels lock up during braking, it will be very difficult for the vehicle to maintain its original driving direction and is extremely prone to dangerous situations such as sideslip, deviation, or tail swing. Therefore, it is necessary to determine the wheel lock-up state during braking.

[0306] S803. Determine the target braking force based on the driving state parameters, wheel speed information, driver operation information, and wheel lock-up state.

[0307] It can be understood that when the driver operation information indicates that braking is required, if the vehicle speed is low, since the vehicle's kinetic energy is small, the required braking force is also relatively small. If the vehicle speed is high, the vehicle's kinetic energy is large, so a greater braking force is required to quickly decelerate. Therefore, the target braking force is related to the vehicle speed.

[0308] Wheel lockup can cause a sharp drop in the frictional force between the tire and the ground, thereby extending the braking distance. The locked wheel will lose its steering ability, increasing the risk of vehicle out of control. Therefore, when the tendency of wheel lockup is detected in the wheel lockup state characterization, the braking pressure can be adjusted immediately to reduce the braking force and restore the rolling state of the wheel.

[0309] Specifically, during braking, a basic braking force value can be obtained by looking up a table or calculation according to the current vehicle speed. Then, according to the change trend of the vehicle speed (acceleration, deceleration or constant speed) in the vehicle state information, the basic braking force value is dynamically adjusted.

[0310] During the braking process, information such as wheel speed and deceleration is monitored in real time. Once the tendency of wheel lockup is detected, the braking pressure is immediately adjusted by the control unit to reduce the braking force and prevent wheel lockup. If the wheel is already locked, the braking pressure is rapidly increased to try to restore the rolling state of the wheel, and at the same time the braking force is adjusted to ensure vehicle stability.

[0311] When determining the target braking force, multiple factors such as road surface adhesion coefficient, vehicle mass, and performance of the jerk control system need to be considered. By comprehensively considering these factors, a more accurate and reliable target braking force can be obtained.

[0312] S804. Control the jerk control system to output the target braking force.

[0313] After obtaining the target braking force, control the hydraulic jerk control system to output the target braking force for braking, generating a braking torque acting on the wheel to achieve the purpose of smooth braking.

[0314] It can be understood that determining the target braking force can enable the vehicle to maintain a more stable posture during braking, enabling the vehicle to decelerate evenly and smoothly, avoiding the situation of vehicle out of control or poor braking effect caused by excessive or too small braking force, so as to suppress the occurrence of braking jerk phenomenon.

[0315] As an implementation method, the jerk control system can be a hydraulic braking system. In the hydraulic braking system, the control of the braking torque is mainly achieved by adjusting the pressure and flow rate of the brake fluid. Specifically, the driver controls the piston movement of the master cylinder by stepping on the brake pedal, thereby controlling the flow rate and pressure of the brake fluid. The pressure and flow rate of the brake fluid determine the pressing force of the brake shoe or brake pad on the brake disc or brake drum, thus determining the magnitude of the braking torque. In addition, components such as pressure regulating valves and flow control valves are usually equipped in the hydraulic braking system to achieve precise control of the braking torque.

[0316] As another feasible implementation, after obtaining the target braking force, the target braking force can also be output by means of in-wheel motor braking.

[0317] The working principle of in-wheel motor braking is as follows: when the motor needs to brake, the control system sends an instruction to the motor to make it switch to the generator mode. At this time, the inertia of the wheel drives the motor rotor to rotate, thereby generating an induced current inside the motor. This induced current generates a magnetic field opposite to the rotation direction of the rotor, thereby generating a braking torque on the rotor to achieve the deceleration or stop of the vehicle.

[0318] In some embodiments, please refer to Figure 9 , for the vehicle control method provided in the embodiments of the present application, during braking, the changes in vehicle speed, longitudinal acceleration, pitch angular velocity, left front motor output, right front motor output, left rear motor output, right rear motor output, and brake master cylinder pressure are as Figure 9 shown.

[0319] It can be seen that in the first braking stage (braking process), the longitudinal acceleration and pitch angular velocity change significantly. The target driving forces output by the left front motor and the right front motor are upward (a positive value indicates upward) to suppress the sinking of the front part of the vehicle; the target driving forces output by the left rear motor and the right rear motor are downward (a negative value indicates downward) to suppress the lifting of the rear part of the vehicle, thereby avoiding the phenomenon of braking nod of the vehicle.

[0320] Moreover, in the first braking stage, the braking system needs to quickly respond to the driver's braking intention and generate sufficient braking force in the shortest time to decelerate the vehicle. To achieve this goal, the braking system will quickly increase the pressure of the brake master cylinder at the beginning of braking, so that the pressure of the brake master cylinder is relatively large, so that the vehicle speed can be quickly braked.

[0321] In the second braking stage (braking stop stage), the change range of the longitudinal acceleration is small. The target driving forces output by the left front motor, the right front motor, the left rear motor, and the right rear motor are almost all close to 0, that is, a relatively small target driving force is output to better suppress the braking nod phenomenon of the vehicle and promote the vehicle to reach a stable state.

[0322] Moreover, in the second braking stage, since the vehicle speed is already relatively low and the longitudinal acceleration of the vehicle is gradually decreasing, the braking pressure can be gradually reduced at this time. However, in order to avoid phenomena such as vehicle creep, the brake master cylinder still needs to maintain a certain braking pressure. Therefore, after reducing the braking pressure, the braking pressure needs to be increased to maintain the stable state of the vehicle.

[0323] In the embodiments of the present application, the control device or electronic device of a vehicle can be divided into functional modules according to the above method. For example, the control device or electronic device of a vehicle can include respective functional modules corresponding to each functional division, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware or in the form of a software functional module. It should be noted that the division of modules in the embodiments of the present application is illustrative, only a logical functional division, and there can be other division methods in actual implementation.

[0324] An embodiment of the present application provides a control device for a vehicle, including: a control module, configured to control the operation of the pitching control system and the heaving control system according to the driving state parameters of the vehicle, so as to control the body state of the vehicle through the heaving control system and the pitching control system.

[0325] In some embodiments, the pitching control system is an active suspension system, and the heaving control system is a braking system.

[0326] In some embodiments, the control module is specifically configured to, in response to a braking request, control the operation of the heaving control system according to the driving state parameters; and control the operation of the pitching control system based on the updated driving state parameters after the operation of the heaving control system.

[0327] In some embodiments, the control module is specifically configured to control the heaving control system to generate a target braking force according to the driving state parameters, so as to brake the vehicle.

[0328] In some embodiments, the control module is specifically configured to control the suspension motor in the pitching control system to output a target actuating force based on the updated driving state parameters, so as to suppress the jitter of the vehicle in the pitching direction.

[0329] In some embodiments, the control module is specifically configured to determine the braking pitching related force based on the updated driving state parameters and the state information of the suspension motor; determine the target actuating force based on the braking pitching related force; and control the suspension motor to output the target actuating force.

[0330] In some embodiments, the braking pitching related force includes at least one of a braking pitching angle stiffness force, a braking pitching angle damping force, a braking pitching position stiffness force, and a braking pitching position damping force.

[0331] In some embodiments, the state information of the suspension motor is obtained after the operation of the heaving control system.

[0332] In some embodiments, the state information of the suspension motor includes: the motor speed of the suspension motor and / or the motor position of the suspension motor.

[0333] In some embodiments, the driving state parameters include at least one of the following: vehicle speed, longitudinal acceleration, pitch angle, pitch angular velocity, and brake pedal state parameter.

[0334] In some embodiments, the control module is specifically configured to determine the braking stage of the vehicle during braking based on the vehicle speed in the updated driving state parameters; and determine the braking pitch-related force based on the braking stage of the vehicle, the updated driving state parameters, and the state information of the suspension motor.

[0335] In some embodiments, the braking stage includes a first braking stage and a second braking stage located after the first braking stage; different braking stages correspond to different braking pitch-related forces.

[0336] In some embodiments, the control module is specifically configured to determine that the vehicle is in the first braking stage when the vehicle speed is greater than or equal to a first vehicle speed threshold; and determine that the vehicle enters the second braking stage from the first braking stage when the vehicle speed is less than or equal to a second vehicle speed threshold; wherein the second vehicle speed threshold is less than or equal to the first vehicle speed threshold.

[0337] In some embodiments, when the vehicle is in the first braking stage, the braking pitch-related force includes a braking pitch angle stiffness force and a braking pitch angle damping force.

[0338] In some embodiments, when the vehicle is in the second braking stage, the braking pitch-related force includes a braking pitch angle damping force, a braking pitch position stiffness force, and a braking pitch position damping force.

[0339] In some embodiments, the braking pitch angle stiffness force is determined according to the pitch angle stiffness coefficient corresponding to the position of the suspension motor and the longitudinal acceleration in the updated driving state parameters.

[0340] In some embodiments, the braking pitch angle stiffness force is positively correlated with the longitudinal acceleration.

[0341] In some embodiments, the braking pitch angle damping force is determined according to the pitch angle damping coefficient corresponding to the position of the suspension motor and the pitch angular velocity in the updated driving state parameters.

[0342] In some embodiments, the braking pitch angle damping force is positively correlated with the pitch angular velocity.

[0343] In some embodiments, the braking pitch position stiffness force is determined according to the stiffness coefficient corresponding to the position of the suspension motor and the motor position of the suspension motor, and the state information of the suspension motor includes the motor position of the suspension motor.

[0344] In some embodiments, the braking pitch position stiffness force is positively correlated with the motor displacement distance, where the motor displacement distance is used to represent the distance between the motor position of the suspension motor and the initial position of the suspension motor.

[0345] In some embodiments, the motor displacement distance is determined based on the pitch angle in the updated driving state parameters and the distance between the position where the suspension motor is located and the vehicle's center of mass.

[0346] In some embodiments, the braking pitch position damping force is determined according to the damping coefficient corresponding to the position where the suspension motor is located and the motor speed of the suspension motor; the state information of the suspension motor includes the motor speed of the suspension motor.

[0347] In some embodiments, the braking pitch position damping force is positively correlated with the motor speed of the suspension motor.

[0348] In some embodiments, the motor speed of the suspension motor is determined based on the pitch angular velocity in the updated driving state parameters and the distance between the position where the suspension motor is located and the vehicle's center of mass.

[0349] In some embodiments, the suspension motor includes a front axle motor; the target actuating force corresponding to the front axle motor is: the difference between the sum of the braking pitch angle damping force corresponding to the front axle motor and other braking pitch forces corresponding to the front axle motor.

[0350] In some embodiments, the suspension motor includes a rear axle motor; the target actuating force corresponding to the rear axle motor is: the difference between the braking pitch position stiffness force corresponding to the rear axle motor and the sum of other braking pitch forces corresponding to the rear axle motor.

[0351] In some embodiments, the control module is specifically configured to, when the vehicle speed in the driving state parameters is greater than or equal to the first vehicle speed threshold, control the crosstalk control system to output a target braking force based on the braking pedal state parameters of the vehicle.

[0352] In some embodiments, the control module is specifically configured to, when the vehicle speed in the driving state parameters is less than the second vehicle speed threshold, determine an initial braking force based on the braking pedal state parameters of the vehicle; reduce the initial braking force based on the driving state parameters to obtain a target braking force; and control the crosstalk control system to output the target braking force.

[0353] In some embodiments, the control device of the vehicle further includes: a determination module, configured to determine whether the vehicle is in a wheel lock state based on the vehicle speed and wheel speed during braking; the control module is further configured to, when the vehicle is in a wheel lock state, control the crosstalk control system to stop operating and implement the braking of the vehicle through an anti-lock braking system.

[0354] Figure 10A schematic structural diagram of an electronic device provided by an embodiment of the present application. As Figure 10 shown, the electronic device 130 includes, but is not limited to: a processor 1301 and a memory 1302.

[0355] Among them, the above-mentioned memory 1302 is used to store the executable instructions of the above-mentioned processor 1301. It can be understood that the above-mentioned processor 1301 is configured to execute instructions to implement the vehicle control method in the above-mentioned embodiment.

[0356] The processor 1301 is the control center of the electronic device, connecting various parts of the entire electronic device through various interfaces and lines. By running or executing software programs and / or modules stored in the memory 1302, and calling data stored in the memory 1302, it executes various functions of the electronic device and processes data, thereby controlling the electronic device as a whole. The processor 1301 may include one or more processing modules. Optionally, the processor 1301 may integrate an application processor and a modem processor. Among them, the application processor mainly processes the operating system, user interface, and application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor may not be integrated into the processor 1301 either.

[0357] The memory 1302 can be used to store software programs and various data. The memory 1302 may mainly include a program storage area and a data storage area. Among them, the program storage area can store the operating system, application programs required by at least one functional module (such as an acquisition unit, a determination module, a processing unit), etc. In addition, the memory 1302 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0358] The present application also provides a vehicle, including the above-mentioned electronic device or a vehicle control device.

[0359] In some embodiments, a subframe can be installed in the vehicle, and the bushing stiffness of the suspension can be adjusted to suppress the problems of braking dive and braking creep to a certain extent.

[0360] In some embodiments, the present application also provides a computer program product. The computer program product includes a computer program. When the computer program is executed by a device, the device is caused to execute the method as described in any one of the above.

[0361] In this way, through the computer program in the computer program product, it can be customized according to the specific requirements and operating conditions of the device, realizing a personalized control method and improving the adaptability and flexibility of device control.

[0362] In addition, the computer program product can be executed on different devices or systems, achieving cross-platform applicability, providing a unified control method for different types of devices, and improving the integration and interoperability of the system.

[0363] Although the present application has been described in connection with specific features and their embodiments, it is obvious that various modifications and combinations can be made without departing from the spirit and scope of the present application. Accordingly, the present specification and the drawings are merely exemplary illustrations of the present application defined by the appended claims, and are considered to cover any and all modifications, variations, combinations, or equivalents within the scope of the present application. Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application is also intended to include these changes and modifications.

[0364] The above 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 by the present application can easily think of changes or substitutions, which should be covered by the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A control method for a vehicle, characterized in that, Including: Controlling the operation of the surge control system and the pitch control system according to the driving state parameters of the vehicle, so as to control the body state of the vehicle through the surge control system and the pitch control system.

2. The method according to claim 1, characterized in that The pitch control system is an active suspension system, and the surge control system is a braking system.

3. The method according to claim 1, wherein The controlling the operation of the surge control system and the pitch control system according to the driving state parameters of the vehicle includes: In response to a braking request, controlling the operation of the surge control system according to the driving state parameters; Based on the driving state parameters updated after the operation of the surge control system, controlling the operation of the pitch control system.

4. The method according to claim 3, characterized in that Controlling the operation of the surge control system according to the driving state parameters includes: Controlling the surge control system to generate a target braking force according to the driving state parameters to achieve braking of the vehicle.

5. The method according to claim 3, characterized in that The controlling the operation of the pitch control system based on the driving state parameters updated after the operation of the surge control system includes: Based on the updated driving state parameters, controlling the suspension motor in the pitch control system to output a target acting force to suppress the jitter of the vehicle in the pitch direction.

6. The method according to claim 5, characterized in that, The controlling the suspension motor in the pitch control system to output a target acting force based on the updated driving state parameters includes: Based on the updated driving state parameters and the state information of the suspension motor, determining the braking pitch-related force; Based on the braking pitch-related force, determining the target acting force; Controlling the suspension motor to output the target acting force.

7. The method according to claim 6, wherein The braking pitch-related force includes at least one of a braking pitch angle stiffness force, a braking pitch angle damping force, a braking pitch position stiffness force, and a braking pitch position damping force.

8. The method according to claim 6, characterized in that The state information of the suspension motor is obtained after the operation of the surge control system.

9. The method according to claim 6, wherein The state information of the suspension motor includes: the motor speed of the suspension motor and / or the motor position of the suspension motor.

10. The method according to any one of claims 1-9, characterized in that, The driving state parameters include at least one of the following: vehicle speed, longitudinal acceleration, pitch angle, pitch angular velocity, and braking pedal state parameter.

11. The method according to any one of claims 6 to 9, characterized in that: The determining the braking pitch-related force based on the updated driving state parameters and the state information of the suspension motor includes: Based on the vehicle speed in the updated driving state parameters, determining the braking stage in which the vehicle is in the braking process; Based on the braking stage of the vehicle, the updated driving state parameters, and the state information of the suspension motor, determining the braking pitch-related force.

12. The method according to claim 11, wherein The braking stage includes a first braking stage and a second braking stage located after the first braking stage; different braking stages correspond to different braking pitch-related forces.

13. The method according to claim 12, wherein The determining the braking stage in which the vehicle is in the braking process based on the vehicle speed in the updated driving state parameters includes: When the vehicle speed is greater than or equal to a first vehicle speed threshold, determining that the vehicle is in the first braking stage; When the vehicle speed is less than or equal to a second vehicle speed threshold, determining that the vehicle enters the second braking stage from the first braking stage; wherein, the second vehicle speed threshold is less than or equal to the first vehicle speed threshold.

14. The method according to claim 12 or 13, characterized in that, When the vehicle is in the first braking stage, the braking pitch-related forces include a braking pitch angle stiffness force and a braking pitch angle damping force.

15. The method according to claim 12 or 13, characterized in that, When the vehicle is in the second braking stage, the braking pitch-related forces include a braking pitch angle damping force, a braking pitch position stiffness force, and a braking pitch position damping force.

16. The method according to claim 7, wherein The braking pitch angle stiffness force is determined according to the pitch angle stiffness coefficient corresponding to the position of the suspension motor and the longitudinal acceleration in the updated driving state parameters.

17. The method according to claim 16, wherein The braking pitch angle stiffness force is positively correlated with the longitudinal acceleration.

18. The method according to claim 7, wherein The braking pitch angle damping force is determined according to the pitch angle damping coefficient corresponding to the position of the suspension motor and the pitch angular velocity in the updated driving state parameters.

19. The method according to claim 18, characterized in that, The braking pitch angle damping force is positively correlated with the pitch angular velocity.

20. The method according to claim 7, characterized in that, The braking pitch position stiffness force is determined according to the stiffness coefficient corresponding to the position of the suspension motor and the motor position of the suspension motor. The state information of the suspension motor includes the motor position of the suspension motor.

21. The method according to claim 20, wherein The braking pitch position stiffness force is positively correlated with the motor displacement distance, and the motor displacement distance is used to represent the distance between the motor position of the suspension motor and the initial position of the suspension motor.

22. The method according to claim 21, wherein The motor displacement distance is determined based on the pitch angle in the updated driving state parameters and the distance between the position of the suspension motor and the vehicle center of mass.

23. The method according to claim 7, wherein The braking pitch position damping force is determined according to the damping coefficient corresponding to the position of the suspension motor and the motor speed of the suspension motor. The state information of the suspension motor includes the motor speed of the suspension motor.

24. The method according to claim 23, wherein The braking pitch position damping force is positively correlated with the motor speed of the suspension motor.

25. The method according to claim 23 or 24, characterized in that The motor speed of the suspension motor is determined based on the pitch angular velocity in the updated driving state parameters and the distance between the position of the suspension motor and the vehicle center of mass.

26. The method according to any one of claims 5-25, characterized in that, The suspension motor includes a front axle motor; The target actuation force corresponding to the front axle motor is: the difference between the braking pitch angle damping force corresponding to the front axle motor and the sum of other braking pitch forces corresponding to the front axle motor.

27. The method according to any one of claims 5 to 25, characterized in that The suspension motor includes a rear axle motor; The target actuation force corresponding to the rear axle motor is: the difference between the braking pitch angle stiffness force corresponding to the rear axle motor and the sum of other braking pitch forces corresponding to the rear axle motor.

28. The method according to any one of claims 4 to 27, characterized in that Controlling the crosstalk control system to generate a target braking force according to the driving state parameters includes: When the vehicle speed in the driving state parameters is greater than or equal to the first vehicle speed threshold, controlling the crosstalk control system to output the target braking force based on the braking pedal state parameters of the vehicle.

29. The method according to any one of claims 4-27, characterized in that, Controlling the crosstalk control system to generate a target braking force according to the driving state parameters includes: When the vehicle speed in the driving state parameters is less than the second vehicle speed threshold, determining an initial braking force based on the braking pedal state parameters of the vehicle; Reducing the initial braking force based on the driving state parameters to obtain the target braking force; Controlling the crosstalk control system to output the target braking force.

30. The method according to any one of claims 1-29, characterized in that, The method further includes: During braking, determine whether the vehicle is in a wheel lock state based on the vehicle speed and wheel speed of the vehicle; When the vehicle is in a wheel lock state, control the creep control system to stop operating, and implement the braking of the vehicle through the anti-lock braking system.

31. An electronic device, characterized in that: It includes a processor and a memory. The processor is connected to the memory. The memory stores computer instructions. When the computer instructions run on the electronic device, the electronic device is caused to execute the method according to any one of claims 1-30.

32. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions. When the computer-executable instructions run on a computer, the computer is caused to execute the method according to any one of claims 1-30.

33. A vehicle, characterized in that, It includes the electronic device according to claim 31, or the computer-readable storage medium according to claim 32.

34. A computer program product, the computer program product comprising instructions, characterized in that, When the instructions are executed on a computer, the computer executes the method according to any one of claims 1-30.

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