Vehicle suspension control method, system, vehicle, and computer-readable storage medium

Abstract

The embodiment of the application provides a vehicle suspension control method, system, vehicle and computer readable storage medium, the method comprises: in the process of vehicle driving, the front road section of the vehicle is detected, and target road section data is obtained, wherein the target road section data at least includes the bend data and / or slope data of the front road section; based on the target road section data and the current state parameter of the vehicle, the control parameter of the suspension in the vehicle is determined, wherein the control parameter includes the suspension stiffness corresponding to the bend data, and / or the axle load corresponding to the slope data, the axle load acts on the axle of the vehicle, and the axle is connected to the vehicle body through the suspension;adjust the initial damping force of the suspension to the target damping force according to the control parameter, and adjust the initial height of the vehicle body to the target height;control the suspension according to the target damping force and the target height, so that the vehicle drives to the front road section. The application solves the technical problem of low efficiency of controlling the suspension.

Description

Technical Field

[0001] Embodiments of the present application relate to the field of vehicle control, and more specifically, to a vehicle suspension control method, system, vehicle, and computer-readable storage medium. Background Art

[0002] Currently, vehicle suspension control systems rely primarily on passive mechanical adjustment methods and feedback control methods. Passive mechanical adjustment methods are based on fixed damping and spring stiffness designs (e.g., traditional suspensions) and cannot dynamically adjust to road conditions. Feedback control methods use body posture sensors (e.g., accelerometers, gyroscopes) to monitor vehicle status in real time and adjust suspension parameters (e.g., electromagnetic variable damping shock absorbers), but they can only passively respond to road excitation signals that have already occurred.

[0003] While these methods can improve a vehicle's basic driving performance, they still suffer from several limitations: hysteresis, requiring only a passive response after the vehicle has already entered a bumpy or tilted state; and a conflict between comfort and stability. Using a single parameter for adjustment makes it difficult to balance smoothness and handling requirements under varying road conditions. Consequently, the technical issue of inefficient suspension control persists.

[0004] There is currently no good solution to the above problems. Summary of the Invention

[0005] Embodiments of the present application provide a vehicle suspension control method, system, vehicle, and computer-readable storage medium to at least solve the technical problem of low efficiency in controlling the suspension.

[0006] According to one aspect of an embodiment of the present application, a vehicle suspension control method is provided. The method may include: during vehicle travel, detecting a road section ahead of the vehicle to obtain target road section data, wherein the target road section data at least includes curve data and / or slope data of the road section ahead; determining control parameters of a suspension in the vehicle based on the target road section data, wherein the control parameters include a suspension stiffness corresponding to the curve data and / or an axle load corresponding to the slope data, wherein the axle load acts on an axle of the vehicle, and the axle is connected to the vehicle body through the suspension; adjusting an initial damping force of the suspension to a target damping force and an initial height of the vehicle body to a target height according to the control parameters, wherein the target damping force is a suspension damping force that matches the road section ahead, and the target height is a vehicle body height that matches the road section ahead; controlling the suspension according to the target damping force and the target height so that the vehicle travels to the road section ahead.

[0007] Furthermore, based on the target road section data, the control parameters of the suspension in the vehicle are determined, including: using the target road section data to determine the driving conditions of the vehicle on the road section ahead; determining a parameter generation strategy under the driving conditions, wherein the parameter generation strategy is used to represent the mapping relationship between the control parameters to be generated and the target road section data; according to the parameter generation strategy, the target road section data is mapped to obtain the control parameters.

[0008] Furthermore, according to the parameter generation strategy, the target road section data is mapped to obtain control parameters, including: in response to the driving condition being a curve condition, according to the first parameter generation strategy under the curve condition, the curve radius in the target road section data and the current speed of the vehicle are mapped to obtain the suspension stiffness in the control parameters, wherein the first parameter generation strategy is used to at least indicate that the suspension stiffness is negatively correlated with the curve radius, and the suspension stiffness is positively correlated with the current speed; in response to the driving condition being a slope condition, according to the second parameter generation strategy under the slope condition, the slope angle in the target road section data is mapped to obtain the axle load in the control parameters, wherein the second parameter generation strategy is used to at least indicate that the axle load is positively correlated with the slope angle.

[0009] Furthermore, according to the control parameters, the initial damping force of the suspension is adjusted to the target damping force, and the initial height of the vehicle body is adjusted to the target height, including: generating a damping control instruction and an air spring control instruction according to the control parameters, wherein the damping control instruction includes the target damping force, and the air spring control instruction includes the target height; in response to the damping control instruction, the initial damping force of the shock absorber in the suspension is adjusted to the target damping force, and in response to the air spring control instruction, the initial height of the vehicle body is adjusted to the target height.

[0010] Furthermore, in response to the damping control instruction, the initial damping force of the shock absorber in the suspension is adjusted to the target damping force, including: in response to the damping control instruction, the damping controller of the vehicle is controlled to adjust the initial damping force of the shock absorber to the target damping force; in response to the air spring control instruction, the initial height of the vehicle body is adjusted to the target height, including: in response to the air spring control instruction, the five-valve air spring of the vehicle is controlled to adjust the initial height of the vehicle body to the target height.

[0011] Furthermore, the curve data includes a curve radius, and the slope data includes a slope angle. According to the control parameters, a damping control instruction and an air spring control instruction are generated, including: in response to the curve radius corresponding to the suspension stiffness in the control parameters being less than a radius threshold, a first damping control instruction and a first air spring control instruction corresponding to the radius threshold are generated, wherein the first damping control instruction is used to instruct to increase the initial damping force to obtain the target damping force, and the first air spring control instruction is used to instruct to lower the initial height to obtain the target height; in response to the slope angle corresponding to the axle load in the control parameters being greater than the first angle threshold and less than the second angle threshold, a second damping control instruction and a second air spring control instruction corresponding to the first angle threshold and the second angle threshold are generated, wherein the second damping control instruction The command is used to instruct an increase in the damping coefficient of the front axle among the axles to adjust the initial damping force to the target damping force, and the second air spring control instruction is used to instruct an increase in the air spring height of the front axle to adjust the initial height to the target height; in response to the slope angle corresponding to the axle load in the control parameter being greater than the third angle threshold, a third damping control instruction and a third air spring control instruction corresponding to the third angle threshold are generated, wherein the third angle threshold is greater than the second angle threshold, the third damping control instruction is used to instruct an increase in the damping coefficient of the front axle among the axles and the damping coefficient of the rear axle among the axles to adjust the initial damping force to the target damping force, and the third air spring control instruction is used to instruct an increase in the air spring height of the front axle and a decrease in the air spring height of the rear axle to adjust the initial height to the target height.

[0012] Furthermore, during the driving process of the vehicle, the road section ahead of the vehicle is detected to obtain target road section data, including: during the driving process of the vehicle, obtaining environmental data of the vehicle's environment; using the environmental data, adjusting the credibility of multiple sensing devices in the vehicle respectively, wherein the credibility is used to represent the credibility of the initial road section data obtained by the sensing device when detecting the road section ahead; according to the adjusted credibility, the initial road section data detected by multiple sensing devices are weightedly summed to obtain the target road section data.

[0013] According to another aspect of an embodiment of the present application, a vehicle suspension control device is further provided. The device may include: a detection unit for detecting a road section ahead of the vehicle during vehicle travel to obtain target road section data, wherein the target road section data at least includes curve data and / or slope data of the road section ahead; a determination unit for determining control parameters of a suspension in the vehicle based on the target road section data, wherein the control parameters include a suspension stiffness corresponding to the curve data and / or an axle load corresponding to the slope data, wherein the axle load acts on an axle of the vehicle, and the axle is connected to the vehicle body through the suspension; an adjustment unit for adjusting an initial damping force of the suspension to a target damping force and an initial height of the vehicle body to a target height according to the control parameters, wherein the target damping force is the suspension damping force matched to the road section ahead, and the target height is the vehicle body height matched to the road section ahead; and a control unit for controlling the suspension according to the target damping force and target height so that the vehicle travels to the road section ahead.

[0014] According to another aspect of an embodiment of the present application, a vehicle is further provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the method of each embodiment of the present application is executed when the program is running.

[0015] According to another aspect of an embodiment of the present application, a computer-readable storage medium is also provided, which includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present application.

[0016] According to another aspect of the embodiments of the present application, a computer program product is further provided, including a computer program, which implements the methods in various embodiments of the present application when executed by a processor.

[0017] According to another aspect of an embodiment of the present application, a computer program product is further provided, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present application is implemented.

[0018] According to another aspect of the embodiments of the present application, a computer program is further provided, which implements the methods in various embodiments of the present application when executed by a processor.

[0019] In an embodiment of the present application, forward perception is performed on the road section ahead of the vehicle, and curve data and / or slope data of the road section ahead are obtained, thereby providing a basis for subsequent control decisions, and the suspension stiffness corresponding to the curve data and / or the axle load corresponding to the slope data are calculated based on the curve data and / or slope data of the road section ahead, and the initial damping force of the suspension is adjusted to the target damping force in time according to the suspension stiffness and the axle load, and the initial height of the vehicle body is adjusted to the target height, thereby achieving the purpose of predictive adjustment of the vehicle, and then controlling the suspension according to the target damping force and the target height, responding to changes in road conditions of the road section ahead in advance, so that the vehicle can travel to the road section ahead, so that the vehicle can respond to the road conditions of the road section ahead more intelligently, improving the smoothness of vehicle driving and the stability of handling, thereby solving the technical problem of low efficiency in controlling the suspension and achieving the technical effect of improving the efficiency of controlling the suspension. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0021] Figure 1 is a flow chart of a vehicle suspension control method according to an embodiment of the present application;

[0022] Figure 2 is a schematic diagram of a vehicle suspension control system according to an embodiment of the present invention;

[0023] Figure 3 is a schematic diagram of another vehicle suspension control system according to an embodiment of the present invention;

[0024] Figure 4 is a schematic diagram of a vehicle suspension control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0026] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in a sequence other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0027] According to an embodiment of the present application, an embodiment of a vehicle suspension control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0028] In this embodiment, a vehicle suspension control method is provided. Figure 1 FIG. 1 is a flow chart of a vehicle suspension control method according to an embodiment of the present application. Figure 1 As shown, the method may include the following steps:

[0029] Step S102: During the driving process of the vehicle, the road section ahead of the vehicle is detected to obtain target road section data.

[0030] In the technical solution provided in the above step S102 of the present application, the target road section data at least includes curve data and / or slope data of the road section ahead.

[0031] In this embodiment, the vehicle can be an intelligent driving vehicle deployed with an intelligent driving system and is equipped with a suspension, which can be an electronic air suspension (Electronic Control Air Suspension, abbreviated as ECAS), which can also be called an electronic air suspension, including an air spring with a five-link valve, which can also be called an air spring with a five-link valve, with a flow accuracy of ±2%, and can be a double-chamber air spring with a five-link valve, which is used to adjust the height range of the vehicle body (i.e., the vehicle body) within -40mm to +60mm, wherein the intelligent driving system can be called an intelligent driving system.

[0032] During the vehicle's travel, the road section ahead of the vehicle can be detected in advance, that is, during the entire process of the vehicle's real-time travel, the state of the road section ahead can be sensed in advance, thereby obtaining target road section data. The road section ahead can be a road section within a preset range that the vehicle will soon travel to in the future. For example, it can be a road section within a range of 5-50 meters ahead of the current position of the vehicle in the future, so as to achieve advance perception of the road conditions within 5-50 meters ahead. The road section ahead can be a curve, a slope, a compound curve and slope road section, etc. For example, if the road section ahead is a curve, the distance between the current position and the curve can be 10 meters. The above-mentioned target road section data can be used to predict the shape and structure of the road section ahead, which can be called predicted road shape data, road geometry data package, etc., so that the vehicle can prepare in advance and make corresponding driving strategy adjustments to cope with the road conditions that will be encountered on the road section ahead.

[0033] Optionally, the target road segment data includes at least curve data and / or slope data for the road segment ahead. A three-dimensional road surface map can be generated using a LiDAR point cloud, and the curve data and / or slope data can be determined using this three-dimensional road surface map. The three-dimensional road surface map can include detailed information such as vertical undulations, lateral concavities, and longitudinal slope of the road segment ahead, thereby fully reflecting the actual road geometry of the road segment ahead. The curve data can be used to describe the curved shape of the road in the horizontal plane, and can include the curve radius or road curvature (also referred to as the curvature of the road ahead) of the road segment ahead. The road curvature can include curve curvature or lane line curvature. The slope data can be data representing the slope of the road ahead or a change in slope, such as the angle at which the road ahead rises or falls in a vertical direction, and can include the slope angle of the road ahead (also referred to as the slope of the road ahead).

[0034] Optionally, in addition to the above-mentioned curve data and / or slope data, the target road section data of this embodiment may also include other road section data used to control the suspension. For example, it may include road width, lane line information, obstacle information, special road signs and traffic signals, etc., which are not specifically limited here. Among them, the road width can be used to enable the vehicle to plan a safe driving path to avoid collisions with other vehicles or obstacles; lane line information can be used for vehicle positioning and lane keeping assistance, which may include whether there are lane lines, the type of lane lines, and the relative position of the lane lines in the vehicle coordinate system; obstacle information can be used for the vehicle to make obstacle avoidance decisions and safe driving, including the location, size and type of obstacles ahead; special road signs and traffic signals can be used to enable the vehicle to comply with traffic rules and regulations, such as speed limit signs, traffic light status, etc., which are not specifically limited here.

[0035] Optionally, the embodiment can fuse the yaw rate of an Inertial Measurement Unit (IMU) to verify the accuracy of the target road section data.

[0036] The embodiment realizes the purpose of early sensing and predicting the road conditions of the front road section by detecting the front road section of the vehicle during the driving of the vehicle to obtain the target road section data, avoiding the problem that when a special road section with a curve or a slope is detected, the vehicle needs to have entered the road section and can only be passively responded after the vehicle has entered the bumping or tilting state.

[0037] In step S104, the control parameter of the suspension in the vehicle is determined based on the target road section data.

[0038] In the technical solution provided by the above step S104 of the present application, after detecting the front road section of the vehicle to obtain the target road section data, the control parameter of the suspension in the vehicle can be determined based on the target road section data and the current state parameter of the vehicle. The control parameter includes the suspension stiffness corresponding to the curve data and / or the axle load corresponding to the slope data. The axle load acts on the axle of the vehicle, and the axle connects the vehicle body through the suspension.

[0039] In the embodiment, the current state parameter of the vehicle can be obtained, which is used to represent the real-time vehicle state of the vehicle, such as the current vehicle speed, load information, etc. The current vehicle speed is the real-time vehicle speed of the vehicle, and the load information can be referred to as the load distribution data of the vehicle.

[0040] After obtaining the current state parameter of the vehicle, the control parameter of the suspension in the vehicle can be determined based on the target road section data and the current state parameter of the vehicle. The control parameter can be the suspension control parameter in the future period, can be the optimal suspension control parameter, can be used to control the suspension, and can include the suspension stiffness corresponding to the curve data and / or the axle load corresponding to the slope data. The suspension stiffness can be used to control the chassis of the vehicle, and can be determined based on the curve data of the front road section. The suspension stiffness can be the optimal stiffness of the air spring corresponding to the suspension, and can also be referred to as the optimal suspension stiffness. The air spring can be an air spring five-way valve. The axle load can be determined based on the slope data of the front road section, and can be dynamically allocated to the axle of the vehicle based on the slope angle and the change rate of the slope angle. The axle can connect the vehicle body through the suspension, and the axle includes front and rear axles. The axle load can act on the front and rear axles of the vehicle.

[0041] Optionally, the control parameters in this embodiment include the damping coefficient of the shock absorber. The shock absorber can be controlled by a continuous damping controller (CDC). The solenoid valve used in this CDC has a response time of less than 30ms and supports linear adjustment of the current from 0mA to 1600mA, corresponding to a damping force of 500N to 6500N. This can be used to adjust the stiffness and softness of the vehicle's shock absorber. Optionally, when the axle load increases, for example, when the vehicle is fully loaded or cornering rapidly, causing the vehicle body to tilt, the outer axles of the vehicle bear more load, increasing the impact force of the road on the axles, and requiring a higher damping force to suppress the resulting additional vibration. Therefore, when the increased axle load is detected, the damping coefficient of the shock absorber is also increased to reduce vehicle body sway and maintain vehicle stability.

[0042] This embodiment determines the control parameters of the suspension in the vehicle based on the target road section data and the current state parameters of the vehicle, so that the vehicle can determine the control parameters that match the road section ahead based on the road conditions of the road section ahead to be encountered in advance, so as to appropriately adjust the suspension, thereby providing forward-looking data support for the dynamic control of the vehicle, improving the vehicle's driving performance under various conditions, and achieving the purpose of sensor pre-aiming.

[0043] Step S106 , adjusting the initial damping force of the suspension to the target damping force and adjusting the initial height of the vehicle body to the target height according to the control parameters.

[0044] In the technical solution provided in step S106 of the present application, after determining the vehicle's suspension control parameters based on the target road segment data and the vehicle's current state parameters, the initial suspension damping force can be adjusted to the target damping force, and the initial vehicle height can be adjusted to the target height, according to the control parameters. The target damping force is the suspension damping force that matches the road segment ahead, and the target height is the vehicle height that matches the road segment ahead.

[0045] In this embodiment, the control parameters correspond to suspension control instructions, which can be suspension parameter instructions, including air spring control instructions corresponding to the control parameters, and damping control instructions corresponding to the control parameters. The air spring control instructions can be used to adjust the air pressure within the vehicle's air springs, thereby changing their stiffness and height; the damping control instructions can be used to dynamically adjust the operating characteristics of the shock absorber, for example, adjusting the shock absorber's damping coefficient.

[0046] This embodiment can determine the target damping force corresponding to the suspension and the target height of the vehicle body based on the above control parameters, wherein the target damping force is the suspension damping force that matches the road ahead, and the target height is the vehicle height that matches the road ahead.

[0047] Optionally, the initial damping force in this embodiment can be the damping force provided by the suspension corresponding shock absorber before the adjustment starts, which can be a dynamic damping force, and the target damping force can be a damping force calculated according to the suspension stiffness and axle load in the control parameters, to optimize the damping force level of the vehicle in the upcoming road conditions of the front road section. For example, in order to reduce the vibration or inclination of the vehicle in a certain road condition, the target damping force is the damping force size that the suspension corresponding shock absorber needs to reach. Optionally, in the case of a front road section being a cornering road section, the target damping force can be greater than the initial damping force to suppress roll; and in the case of a front road section being a bumpy road section, the target damping force can be less than the initial damping force to make the vehicle more stable.

[0048] Optionally, the initial height in this embodiment is the height of the vehicle body relative to the ground before the adjustment starts, and the target height can be a height calculated according to the suspension stiffness and axle load in the control parameters, which can be used to adjust the attitude of the vehicle body to adapt to the road conditions of the front road section or changes in vehicle load. For example, in the case of a front road section being a slope road section, the target height can be greater than the initial height to redistribute the axle load, so that the vehicle maintains better traction and stability; and in the case of a front road section being a high-speed driving road section, the target height can be less than the initial height, which can reduce the corresponding wind resistance of the vehicle, thereby improving the fuel economy of the vehicle.

[0049] For example, in response to the damping control instruction corresponding to the control parameters, the shock absorber can be adjusted in real time to adjust the initial damping force to obtain the target damping force. For example, in the case of predicting that the vehicle will experience a higher load or a working condition that requires increased stiffness (such as high-speed cornering or sudden acceleration), the damping control instruction can be a control instruction to increase the initial damping force to the target damping force, to ensure the stability of the vehicle body and reduce unnecessary vibration; in the case of a road condition requiring higher comfort (such as smooth road driving), the damping control instruction can be a control instruction to lower the initial damping force to the target damping force, to make the control process of the suspension more gentle.

[0050] For another example, in response to the air spring control instruction corresponding to the control parameters, the air spring can be adjusted by changing the internal air pressure to adjust the initial height of the vehicle body to obtain the target height of the vehicle body, which can be less than the initial height. For example, in the case of a front road section being a downhill road section, the height of the front axle of the vehicle can be lowered to increase the load of the front axle and improve the climbing performance of the vehicle; and in the case of a front road section being a cornering road section, the height of the outer vehicle body can be lowered to increase the suspension stiffness and reduce the vehicle roll.

[0051] Step S108 : controlling the suspension according to the target damping force and the target height so that the vehicle travels to the road ahead.

[0052] In the technical solution provided in the above step S108 of the present application, after the initial damping force of the suspension is adjusted to the target damping force according to the control parameters, and the initial height of the vehicle body is adjusted to the target height, the suspension can be controlled according to the target damping force and target height to allow the vehicle to travel to the road section ahead.

[0053] In this embodiment, the CDC may be controlled according to the target damping force. The CDC may instantaneously control the shock absorber within a range of 300 mA-1600 mA, thereby adjusting the initial damping force to the target damping force.

[0054] For example, the CDC can control the flow of hydraulic oil through a solenoid valve, thereby changing the initial damping force within the shock absorber within milliseconds to respond to changing road surfaces and driving conditions. During this process, the initial damping force can be adjusted within a control current range of 300mA to 1600mA, corresponding to an adjustment from a slight initial damping force to a high target damping force. For example, if the road ahead of the vehicle is a sharp turn, the target damping force will be set higher to suppress the vehicle's body roll and thereby improve handling stability.

[0055] To give another example, this embodiment can control the gas pressure in the five-valve air spring to raise or lower the vehicle height within a range of ±20 mm. The flow accuracy of the five-valve air spring reaches ±2%, which ensures that the vehicle can achieve precise height positioning even within a very small control range. Optionally, if the vehicle is about to enter a road section that includes high obstacles or is a bumpy road section, the vehicle height can be increased to prevent the vehicle chassis from touching the ground; if the vehicle is about to enter a high-speed road section or a curved road section, the vehicle height can be lowered to reduce wind resistance and roll, thereby improving the stability and efficiency of the vehicle.

[0056] It should be noted that the suspension control method of the vehicle of this embodiment can be applied to the chassis control system of the vehicle. In the process of executing the above suspension control method, the vehicle of this embodiment can interact with the roadside equipment and the terminal equipment. Optionally, the vehicle can send an information subscription request to the roadside equipment. The message subscription request can include specific types of information that the vehicle needs to receive, such as road conditions, traffic signal status, forward obstacle warnings, etc.; the roadside equipment can respond to the information subscription request and send roadside perception information to the vehicle. For example, the roadside equipment will filter out the roadside perception information that meets the vehicle's needs based on its own perception capabilities and stored information, and send it to the vehicle at a certain frequency; in addition to communicating with the roadside equipment, the vehicle can also receive driving scene switching instructions transmitted by the terminal equipment through the network. For example, the driving scene switching instruction can be used to switch the vehicle to energy-saving mode, sports mode, automatic driving mode, etc., so that the vehicle can adapt to the new driving scene.

[0057] Through the above steps S102 to S108, the road section ahead of the vehicle is forward sensed, and the curve data and / or slope data of the road section ahead are obtained, thereby providing a basis for subsequent control decisions, and based on the curve data and / or slope data, the suspension stiffness corresponding to the curve data and / or the axle load corresponding to the slope data are calculated, and the initial damping force of the suspension is adjusted to the target damping force in time according to the suspension stiffness and the axle load, and the initial height of the vehicle body is adjusted to the target height, thereby achieving the purpose of predictive adjustment of the vehicle, and then controlling the suspension according to the target damping force and the target height, responding to changes in road conditions of the road section ahead in advance, so that the vehicle can travel to the road section ahead, so that the vehicle can respond to the road conditions of the road section ahead more intelligently, improving the smoothness of vehicle driving and the stability of handling, thereby solving the technical problem of low efficiency in controlling the suspension and achieving the technical effect of improving the efficiency of controlling the suspension.

[0058] The above method of this application is further introduced below.

[0059] The control parameters of this embodiment may be related to the vehicle's driving conditions on the road ahead. Based on the parameters generated by the vehicle's driving conditions on the road ahead, this embodiment may map the target road section data and the vehicle's current state parameters into the vehicle's suspension control parameters. This is further described below.

[0060] As an optional implementation, step S104 determines the control parameters of the suspension in the vehicle based on the target road section data, including: using the target road section data to determine the driving conditions of the vehicle on the road section ahead; determining a parameter generation strategy under the driving conditions, wherein the parameter generation strategy is used to represent the mapping relationship between the control parameters to be generated and the target road section data; and mapping the target road section data according to the parameter generation strategy to obtain the control parameters.

[0061] In this embodiment, after acquiring the target road section data, the target road section data can be used to determine the vehicle's driving condition on the road ahead. This driving condition can be used to indicate the type of driving condition the vehicle will face on the road ahead. This type of driving condition can be understood as the driving environment the vehicle will face on the road ahead, and can include curve conditions, slope conditions, etc. Curve conditions can refer to the driving conditions of the vehicle when turning or navigating a curved road, while slope conditions can refer to the driving conditions of the vehicle when traveling uphill or downhill. These curve conditions and slope conditions can have a direct impact on the vehicle's handling stability, driving safety, and passenger comfort.

[0062] After determining the vehicle's driving condition on the road ahead using the target road segment data, a parameter generation strategy for that driving condition can be determined. This parameter generation strategy can be a model predictive control (MPC) method related to the driving condition corresponding to the road ahead, and can be used to represent the mapping relationship between the control parameters to be generated, the target road segment data, and the current state parameters. Optionally, different parameter generation strategies may be used for different driving conditions.

[0063] Optionally, in the aforementioned cornering conditions, the lateral force acting on the vehicle may cause the vehicle body to roll, which is particularly pronounced during high-speed cornering. To ensure vehicle driving safety and stability, the vehicle may preload the suspension stiffness on one or both sides before entering the cornering condition or during the cornering process to balance the body roll moment and reduce the vehicle's tilt angle, thereby improving handling stability and safety during cornering. Additionally, in the aforementioned slope conditions, for example, in uphill conditions, the vehicle's center of gravity will shift forward, which will exert greater pressure on the front axle while relatively reducing the pressure on the rear axle. In downhill conditions, the vehicle's center of gravity will shift rearward, placing more pressure on the rear axle. Therefore, in slope conditions, the axle load may be dynamically adjusted to compensate for the impact of the center of gravity change, thereby ensuring the vehicle's stability and safety when climbing and descending, avoiding excessive lifting or sinking of the front or rear of the vehicle, and reducing the impact on the suspension system.

[0064] Based on the above, the parameter generation strategy of this embodiment can meet the needs of curve conditions or slope conditions, and can set in advance the mapping relationship between the control parameters to be generated under curve conditions or slope conditions and the target section data. This mapping relationship can be a calculation rule for converting the target section data into the control parameters to be generated under curve conditions or slope conditions. Optionally, this embodiment sets a mapping relationship between the suspension stiffness to be generated under curve conditions and the target section data, as well as the current state parameters of the vehicle, and then maps the target section data and current state parameters to the suspension stiffness according to the mapping relationship. Optionally, this embodiment can also set a mapping relationship between the axle load to be generated under slope conditions and the target section data, and then maps the target section data to the axle load according to the mapping relationship.

[0065] After determining the parameter generation strategy under the driving condition, the target road section data can be mapped according to the mapping relationship corresponding to the parameter generation strategy to obtain the control parameters of the suspension.

[0066] In this embodiment, by previewing the target road section data, the driving conditions that the vehicle is about to encounter are determined. A strategy can be generated according to the parameters under the driving conditions, and the control parameters can be dynamically adjusted so that the suspension can achieve optimal performance under non-driving conditions, thereby ensuring the stability of the vehicle's driving and the comfort of the user.

[0067] In this embodiment, corresponding suspension stiffness and suspension stiffness can be generated for the above-mentioned curve working condition and the above-mentioned ramp working condition respectively according to the first parameter generation strategy corresponding to the above-mentioned curve working condition and the second parameter generation strategy corresponding to the above-mentioned ramp working condition, which are further introduced below.

[0068] As an optional implementation, according to the parameter generation strategy, the target road section data and the current state parameters are mapped to obtain control parameters, including: in response to the driving condition being a curve condition, according to the first parameter generation strategy under the curve condition, the curve radius in the target road section data and the current speed of the vehicle are mapped to obtain the suspension stiffness in the control parameters, wherein the first parameter generation strategy is used to at least indicate that the suspension stiffness is negatively correlated with the curve radius, and the suspension stiffness is positively correlated with the current speed; in response to the driving condition being a slope condition, according to the second parameter generation strategy under the slope condition, the slope angle in the target road section data is mapped to obtain the axle load in the control parameters, wherein the second parameter generation strategy is used to at least indicate that the axle load is positively correlated with the slope angle.

[0069] In this embodiment, the curve condition can correspond to a first parameter generation strategy, which can be used to represent the relationship between the suspension stiffness to be generated, the curve radius in the target road section data, and the current vehicle speed, and the suspension stiffness is negatively correlated with the curve radius, and the suspension stiffness is positively correlated with the current vehicle speed. That is, the larger the curve radius, the smaller the suspension stiffness, the smaller the curve radius, the greater the suspension stiffness, the greater the current vehicle speed, the smaller the suspension stiffness, and the smaller the current vehicle speed, the smaller the suspension stiffness. Optionally, the first parameter generation strategy of this embodiment can be expressed by the following formula:

[0070] (1)

[0071] Among them, K target Can be used to represent suspension stiffness; f(R, v) can be used to represent R; v and K target The mapping relationship between them; R can be used to represent the curve radius, which is the road feature of the road ahead; m can be used to represent the mass of the vehicle; v can be used to represent the speed; h roll Can be used to indicate the vehicle's roll center height; C damping Can be used to represent the vehicle's empirical correction factor.

[0072] Alternatively, the above R can be determined by the following formula:

[0073] (2)

[0074] in, , It can be used to represent the horizontal and vertical coordinates of a point on a road curve relative to the curve reference point (such as the tangent point or the center of the curve). , It can be used to represent the second-order derivative of the path. R can be updated every 100ms and smoothed by a filter.

[0075] In response to the driving condition being a curve condition, this embodiment can map the curve radius in the target road section data and the current vehicle speed according to the first parameter generation strategy under the curve condition. The curve radius can be first calculated according to the formula (2) corresponding to the first parameter generation strategy, and then the suspension stiffness in the control parameter can be calculated based on the curve radius and the current vehicle speed based on the formula (1).

[0076] In this embodiment, the ramp condition can correspond to a two-parameter generation strategy. The second parameter generation strategy can be used to represent the relationship between the axle load to be generated and the slope angle in the target road section data, and at least indicates that the axle load and the slope angle are positively correlated. That is, the greater the slope angle, the smaller the axle load, and the smaller the slope angle, the greater the axle load. Optionally, the second parameter generation strategy of this embodiment can be expressed by the following formula:

[0077] (3)

[0078] Among them, F lift It can be used to represent the axle load; θ can be used to represent the slope angle, which is the road characteristic of the road ahead; Can be used to express the rate of change of slope angle; k p and k d It can be used to represent the gain coefficient corresponding to the slope angle and the rate of change of the slope angle respectively.

[0079] Alternatively, the above θ can be determined by the following formula:

[0080] (4)

[0081] Among them, Δh can be used to represent the height difference between adjacent scan lines in the road ahead, d base It can be used to represent the camera baseline distance. The above-mentioned adjacent scan line height difference and camera baseline distance can be determined based on a dense disparity map. The above-mentioned dense disparity map can be generated based on binocular vision stereo matching. Binocular vision stereo matching is used to recover the three-dimensional information of the scene from two images of the road ahead from different perspectives.

[0082] In response to the driving condition being the ramp condition, this embodiment can map the slope angle in the target road section data according to the second parameter generation strategy under the ramp condition. The slope angle can be first calculated according to the formula (4) corresponding to the second parameter generation strategy, and then the axle load in the control parameter can be determined based on the slope angle according to formula (3).

[0083] This embodiment adopts a parameter generation strategy for curve and slope conditions, combined with real-time mapping of target road section data, so that the vehicle can dynamically adjust the suspension stiffness and axle load, thereby achieving optimal driving performance under different driving conditions, which not only improves the vehicle's handling stability, but also enhances passenger comfort and driving safety.

[0084] In this embodiment, the suspension control parameters correspond to control instructions. These control instructions, also known as suspension parameter instructions, are used to adjust the suspension performance parameters to suit the predicted driving conditions of the road ahead. They can include damping control instructions and empty spring control instructions. The initial damping force of the suspension is adjusted to the target damping force, and the initial height of the vehicle body is adjusted to the target height, respectively, according to the damping control instructions and the empty spring control instructions. This method is further described below.

[0085] As an optional implementation, step S106, according to the control parameters, adjusts the initial damping force of the suspension to the target damping force, and adjusts the initial height of the vehicle body to the target height, including: generating a damping control instruction and an air spring control instruction according to the control parameters, wherein the damping control instruction includes the target damping force, and the air spring control instruction includes the target height; in response to the damping control instruction, adjusts the initial damping force of the shock absorber in the suspension to the target damping force, and in response to the air spring control instruction, adjusts the initial height of the vehicle body to the target height.

[0086] In this embodiment, the control parameters may include the suspension stiffness corresponding to the curve data, and / or the axle load corresponding to the slope data. Damping control instructions and air spring control instructions may be generated according to the control parameters. Among them, the target damping force and target height can be calculated based on the control parameters. The target damping force and target height meet the control requirements of the control parameters under the corresponding driving conditions. Different levels of control parameters may correspond to different ways of determining the target damping force and target height, that is, the target damping force and target height correspond to a graded response strategy. The graded response strategy is that according to the different levels of the monitored control parameters, the vehicle will take different response measures to determine the target damping force and target height, and then adapt to the current driving conditions. Optionally, this embodiment generates a damping control instruction including a target damping force and an air spring control instruction including a target height.

[0087] Optionally, in response to the damping control command, a continuous damping controller controls the shock absorber in the suspension to rapidly adjust the initial damping force of the shock absorber to a target damping force. Optionally, this adjustment can be completed within milliseconds, ensuring that the vehicle can respond promptly to changes in the road surface ahead, thereby reducing vehicle sway and vibration.

[0088] Optionally, in response to the air spring control command, the embodiment can adjust the air pressure in the air spring to adjust the vehicle body from the initial height to the target height. The adjustment process of adjusting the vehicle body from the initial height to the target height is a smooth and continuous process to avoid additional vibration of the vehicle.

[0089] This embodiment adjusts the initial damping force of the shock absorber in the suspension to the target damping force in response to the damping control instruction corresponding to the control parameter, and adjusts the initial height of the vehicle body to the target height in response to the air spring control instruction corresponding to the control parameter. The target damping force enables the vehicle to effectively suppress the vibration generated under cornering and slope conditions, thereby improving the vehicle's driving stability and controllability. By adjusting the vehicle's initial height to the target height, the vehicle's adaptability and passability under cornering and slope conditions are enhanced.

[0090] The following further introduces the above-mentioned method of adjusting the initial damping force of the shock absorber in the suspension to the target damping force in response to the damping control instruction, and the method of adjusting the initial height of the vehicle body to the target height in response to the air spring control instruction.

[0091] As an optional embodiment, in response to a damping control instruction, the initial damping force of the shock absorber in the suspension is adjusted to a target damping force, including: in response to the damping control instruction, controlling the vehicle's damping controller to adjust the initial damping force of the shock absorber to the target damping force; in response to an air spring control instruction, the initial height of the vehicle body is adjusted to a target height, including: in response to the air spring control instruction, controlling the vehicle's air spring five-valve to adjust the initial height of the vehicle body to the target height.

[0092] In this embodiment, when adjusting the initial damping force of a shock absorber in the suspension to a target damping force in response to a damping control command, the damping controller may begin adjusting the initial damping force within the shock absorber after receiving the damping control command. For example, this may be achieved by changing the diameter of the oil passage aperture or the oil valve opening within the shock absorber to adjust the initial damping force to the target damping force. Alternatively, increasing the resistance of the oil valve opening may result in a target damping force greater than the initial damping force, while decreasing the resistance of the oil valve opening may result in a target damping force less than the initial damping force.

[0093] In this embodiment, when adjusting the initial height of the vehicle body to the target height in response to an air spring control command, the generated air spring control command can be sent to the vehicle's five-way air spring valve. In response to the air spring control command, the five-way air spring valve can adjust the air pressure within the air spring at each wheel of the vehicle, thereby adjusting the initial height of the vehicle body to the target height. Alternatively, this embodiment can be achieved by increasing the air pressure within the air spring at each wheel to raise the height of the vehicle body, or decreasing the air pressure within the air spring at each wheel to lower the height of the vehicle body.

[0094] As an optional implementation, the curve data includes a curve radius, the slope data includes a slope angle, and according to the control parameters, a damping control instruction and an air spring control instruction are generated, including: in response to the curve radius corresponding to the suspension stiffness in the control parameters being less than a radius threshold, a first damping control instruction and a first air spring control instruction corresponding to the radius threshold are generated, wherein the first damping control instruction is used to instruct to increase the initial damping force to obtain the target damping force, and the first air spring control instruction is used to instruct to lower the initial height to obtain the target height; in response to the slope angle corresponding to the axle load in the control parameters being greater than a first angle threshold and less than a second angle threshold, a second damping control instruction and a second air spring control instruction corresponding to the first angle threshold and the second angle threshold are generated, wherein the second damping control instruction and the first air spring control instruction are used to instruct to lower the initial height to obtain the target height. The first damping control instruction is used to instruct an increase in the damping coefficient of the front axle among the axles to adjust the initial damping force to the target damping force, and the second air spring control instruction is used to instruct an increase in the air spring height of the front axle to adjust the initial height to the target height; in response to the slope angle corresponding to the axle load in the control parameter being greater than the third angle threshold, a third damping control instruction and a third air spring control instruction corresponding to the third angle threshold are generated, wherein the third angle threshold is greater than the second angle threshold, the third damping control instruction is used to instruct an increase in the damping coefficient of the front axle among the axles and the damping coefficient of the rear axle among the axles to adjust the initial damping force to the target damping force, and the third air spring control instruction is used to instruct an increase in the air spring height of the front axle and a decrease in the air spring height of the rear axle to adjust the initial height to the target height.

[0095] In this embodiment, when the vehicle is in active anti-roll mode, the curve radius of the road ahead corresponds to a radius threshold. For example, the radius threshold, which is a critical threshold for triggering a first damping control command and a first air spring control command, may be 100 meters. Active anti-roll mode is a vehicle chassis control strategy that actively adjusts suspension performance parameters during cornering to reduce vehicle body roll, thereby improving vehicle handling stability and passenger comfort. Optionally, a determination is made as to whether the curve radius corresponding to the suspension stiffness in the control parameters is less than the radius threshold. If the curve radius corresponding to the suspension stiffness in the control parameters is less than the radius threshold, a first damping control command and a first air spring control command corresponding to the radius threshold may be generated. The first damping control command is used to instruct an increase in the initial damping force to achieve a target damping force, and the first air spring control command is used to instruct a decrease in the initial height to achieve a target height.

[0096] For example, when the vehicle is in active cornering anti-roll mode, the road ahead is a curve, and the vehicle's current position is 10 meters before the curve. This means that the vehicle is in the pre-load phase 10 meters from the curve entrance. The theoretical centrifugal force can be calculated based on v^2 / R, and a first damping control command can be determined based on this centrifugal force. This first damping control command can be used to increase the damping force of the vehicle's outboard shock absorber to 70%. Simultaneously, the first air spring control command can reduce the initial height by a height change of 8mm, thereby reducing the vehicle's center of mass and effectively minimizing roll sensation during high-speed cornering. Optionally, during the steady-state cornering phase following the pre-load phase (i.e., after the vehicle enters the curve), the initial damping force of the shock absorber can be fine-tuned based on IMU feedback to ensure that the vehicle's roll angle gradient is less than or equal to a gradient threshold, which can be 3° / s, thereby achieving a smooth and stable cornering experience. Optionally, during the vehicle's exit phase, for example, 50 meters after exiting a curve (i.e., 50 meters after exiting a curve), the vehicle can gradually return to comfort mode parameters and reset the vehicle height to a baseline height, ensuring a consistent and comfortable driving experience. This gradual return to comfort mode parameters can mean that after navigating a curve or slope, the vehicle's suspension smoothly transitions to a control mode primarily focused on passenger comfort.

[0097] When the vehicle is in the slope pitch suppression mode, the slope angle corresponding to the axle load corresponds to the first angle threshold and the second angle threshold. The first angle threshold and the second angle threshold can be critical thresholds for triggering the second damping control instruction and the second air spring control instruction. The first angle threshold is less than the second angle threshold. For example, the first angle threshold is 0° and the second angle threshold is 5°. The slope pitch suppression mode is a control mode for reducing the pitch phenomenon of the vehicle when the vehicle is in a slope condition. This control mode can improve the handling stability, ride comfort and safety of the vehicle when driving on a slope by dynamically adjusting the performance parameters of the suspension. Optionally, it is determined whether the slope angle corresponding to the axle load is greater than a first angle threshold and less than a second angle threshold. If it is determined that the slope angle is greater than the first angle threshold and less than the second angle threshold, the corresponding graded response strategy may be to generate a second damping control instruction and a second air spring control instruction corresponding to the first angle threshold and the second angle threshold. The second damping control instruction may be used to instruct an increase in the damping coefficient of the front axle in the axle to adjust the initial damping force to the target damping force. The second air spring control instruction may be used to instruct an increase in the air spring height of the front axle to adjust the initial height to the target height, so that the vehicle can smoothly cope with the challenges of slope conditions and enhance the stability and comfort of the vehicle.

[0098] For example, when the vehicle is in slope pitch suppression mode, the first angle threshold can be 0°, and the second angle threshold can be 5°. When the slope angle θ satisfies 0°<θ<5°, the corresponding graded response strategy can be to increase the height of the front axle air spring and increase the front axle damping coefficient.

[0099] Optionally, when the vehicle is in slope pitch suppression mode, the slope angle corresponding to the axle load may correspond to a third angle threshold, which is greater than the second angle threshold. For example, if the second angle threshold is 5°, the third angle threshold may be 10°. Alternatively, a determination is made as to whether the slope angle corresponding to the axle load is greater than the third angle threshold. If so, a third damping control instruction and a third air spring control instruction corresponding to the third angle threshold may be generated. The third damping control instruction may instruct an increase in the damping coefficient of the front axle and a decrease in the damping coefficient of the rear axle to adjust the initial damping force to a target damping force. The third air spring control instruction may instruct an increase in the air spring height of the front axle and a decrease in the air spring height of the rear axle to adjust the initial height to the target height. This achieves precise control of vehicle posture, particularly when the vehicle is at high speed or under load, helping to avoid the risk of bottoming out while improving the safety and precision of vehicle handling.

[0100] For example, the third angle threshold may be 10°. When the slope angle θ>10%, the corresponding graded response strategy may be to increase the air spring height of the front axle, reduce the air spring height of the rear axle, and increase the damping coefficients of the front and rear axles.

[0101] The vehicle of this embodiment can ensure that the vehicle can maintain optimal performance under variable working conditions through the above-mentioned active anti-roll mode in corners and slope pitch suppression mode, thereby significantly improving the vehicle's handling and ride comfort.

[0102] As an optional implementation, step S102, during the vehicle's driving process, detects the road section ahead of the vehicle to obtain target road section data, including: during the vehicle's driving process, obtaining environmental data of the vehicle's environment; using the environmental data, adjusting the credibility of multiple sensing devices in the vehicle respectively, wherein the credibility is used to indicate the credibility of the initial road section data obtained by the sensing device when detecting the road section ahead; according to the adjusted credibility, performing weighted summation on the initial road section data detected by multiple sensing devices to obtain the target road section data.

[0103] In this embodiment, while the vehicle is driving, environmental data of the vehicle's surroundings can be first acquired. This environmental data can be used to represent the state of the vehicle's surroundings, including, for example, ambient light intensity (daytime, nighttime, dusk), precipitation conditions (rain, snow, fog, clear weather), etc. Because environmental data can affect the accuracy of data collected by sensing devices, and various sensing devices perform differently in different environments, this embodiment can utilize environmental data to adjust the credibility of multiple sensing devices in the vehicle. Sensing devices can include sensors, including radar, LiDAR, and image acquisition devices, such as cameras. Credibility is used to represent the degree of confidence in the initial road segment data obtained by the sensing devices when detecting the road segment ahead.

[0104] Optionally, you can first determine which perception devices perform better in the vehicle's environment. For example, in rainy and snowy weather, the performance of lidar may be significantly affected, while radar has better penetration and stability; at night or in low-light environments, infrared cameras are more reliable. Based on the performance evaluation of perception devices based on environmental data, the credibility of each perception device can be dynamically adjusted. For example, in clear weather with high visibility, cameras and lidar can be given higher credibility because they can provide clear and detailed visual information; in inclement weather, radar can be given higher credibility because it can detect obstacles more stably.

[0105] Optionally, this embodiment may establish a joint Kalman filter to integrate the outputs of each sensing device:

[0106] (5)

[0107] in, Can be used to represent target road segment data, X lidar Can be used to represent the output data of the lidar, W lidar It can be used to indicate the credibility of the output data of the laser radar; X camera Can be used to represent the output data of the camera, W camera Can be used to indicate the credibility of the camera's output data; X radar Can be used to represent the output data of the radar, W radar It can be used to indicate the credibility of the radar's output data.

[0108] After utilizing environmental data to adjust the credibility of multiple sensing devices in the vehicle, a weighted summation of the initial road section data detected by the multiple sensing devices can be performed according to the adjusted credibility. The adjusted credibility can be used as a weight to perform a weighted summation of the initial road section data detected by the multiple sensing devices to obtain target road section data. This achieves the purpose of fusing the initial road section data detected by the multiple sensing devices according to the adjusted credibility, generating the most accurate and comprehensive target road section data for the environment, ensuring that the vehicle can determine the optimal control parameters for the road ahead based on the most reliable target road section data, thereby achieving the purpose of predictive vehicle adjustment. This allows the vehicle to more intelligently respond to road conditions on the road ahead, improving the smoothness of the vehicle's ride and the stability of its handling, thereby resolving the technical problem of low suspension control efficiency and achieving the technical effect of improving suspension control efficiency.

[0109] According to an embodiment of the present application, an embodiment of a vehicle suspension control system is also provided. It should be noted that the system can be used to execute the above-mentioned vehicle suspension control method.

[0110] Figure 2 FIG is a schematic diagram of a vehicle suspension control system according to an embodiment of the present invention. Figure 2 As shown, the vehicle suspension control system 20 may include: a forward sensing unit 21, a central decision unit 22 and an actuator unit 23.

[0111] The forward sensing unit 21 is used to detect the road section ahead of the vehicle during the vehicle's driving process to obtain target road section data, wherein the target road section data at least includes curve data and / or slope data of the road section ahead.

[0112] In this embodiment, the vehicle's intelligent driving system (i.e., smart driving system) is equipped with a forward sensing unit 21, also known as a forward sensor, which may include, but is not limited to, a laser radar (LiDAR) or radar image acquisition device. The image acquisition device may be a camera, such as a binocular camera. This embodiment uses the forward sensing unit to monitor the road ahead in real time and acquires the detected target road segment data via a Controller Area Network Flexible Data Rate (CAN FD) bus.

[0113] Optionally, the forward perception unit 21 of this embodiment can obtain key parameters such as curve data (e.g., curve radius, road curvature, lane line curvature parameters), slope data (e.g., slope angle) of the road ahead within the next 5-50 meters in advance.

[0114] Optionally, this embodiment employs a layered layout for the forward sensing unit 21. In the vehicle's primary detection layer, a solid-state LiDAR (e.g., with a detection range of 30 to 200 meters) can be embedded in the middle of the front bumper to scan the road curvature and slope angle changes of the road ahead in real time. In the vehicle's auxiliary verification layer, an 8-megapixel binocular camera (e.g., with a frame rate of 30 Hz) is installed on top of the vehicle's windshield to extract lane curvature parameters of the road ahead using a deep learning model.

[0115] The central decision unit 22 is connected to the forward perception unit 21 and is used to determine the control parameters of the suspension in the vehicle based on the target road section data and the current state parameters of the vehicle, wherein the control parameters include the suspension stiffness corresponding to the curve data and / or the axle load corresponding to the slope data. The axle load acts on the axle of the vehicle, and the axle is connected to the body of the vehicle through the suspension.

[0116] Optionally, the central decision-making unit 22 of this embodiment is connected to the forward perception unit 21. The central decision-making unit 22 can determine the control parameters of the vehicle's suspension based on the target road segment data and the vehicle's current state parameters. Optionally, the central decision-making unit 22 includes an input layer and an algorithm layer. The input layer is used to receive the target road segment data and the vehicle's current state parameters, and can cleanse and fuse the target road segment data and the vehicle's current state parameters to ensure information accuracy and consistency, providing a reliable data foundation for subsequent analysis. The current state parameters may include parameters representing the vehicle's real-time state, such as the vehicle's current speed and load distribution data. The algorithm layer utilizes a model predictive control (MPC) approach to calculate the target road segment data and the vehicle's current state parameters for the forward road segment, thereby deriving the optimal control parameters for the suspension in the future time domain.

[0117] Optionally, the central decision-making unit 22 of this embodiment may utilize a heterogeneous computing architecture, including a main control chip and a communication interface. The main control chip may include a multi-core microcontroller unit (MCU), which performs protocol parsing and task scheduling to determine vehicle suspension control parameters based on target road segment data and the vehicle's current state parameters. The communication interface may connect the vehicle's intelligent driving domain controller and chassis actuator network via two CAN FD buses to transmit control parameters. The CAN FD bus can have a transmission rate of 5 Mbps.

[0118] The actuator unit 23 is connected to the central decision unit 22, and is used to adjust the initial damping force of the suspension to the target damping force and the initial height of the vehicle body to the target height according to the control parameters, wherein the target damping force is the suspension damping force matching the road section ahead, and the target height is the vehicle body height matching the road section ahead; the suspension is controlled according to the target damping force and target height so that the vehicle travels to the road section ahead.

[0119] The actuator unit 23 of this embodiment is connected to the central decision unit 22. In the actuator unit, the initial damping force of the suspension can be adjusted according to the control parameters to obtain the target damping force of the shock absorber, and the initial height of the vehicle body can be adjusted to obtain the target height of the vehicle body.

[0120] The actuator unit 23 of this embodiment can perform multi-mode adaptive switching, for example, adaptive switching between the active anti-roll mode in cornering and the pitch suppression mode on a slope, which can be used to distinguish the roll suppression requirements in high-speed cornering scenarios from the pitch compensation requirements in climbing scenarios, thereby avoiding the problem of insufficient multi-modal coupling.

[0121] Optionally, the actuator unit 23 of this embodiment may include a five-valve air spring and a CDC continuous damping controller. The five-valve air spring can be used to adjust the initial vehicle height to a target height according to control parameters, thereby achieving the purpose of adjusting the vehicle height. The CDC continuous damping controller can be used to adjust the initial damping force of the suspension according to the control parameters to obtain the target damping force of the shock absorber, thereby achieving the purpose of adjusting the soft and hard characteristics of the shock absorber.

[0122] Optionally, the response time of the solenoid valve used in the above-mentioned CDC continuous damping controller of this embodiment is less than 30ms, and it can support a current of 0mA to 1600mA to linearly adjust the corresponding damping force of 500N to 6500N; the above-mentioned five-valve air spring can be a double-chamber air spring with a five-valve connection, deployed in the electronic air suspension (ECAS), and can be used to adjust the vehicle body height within a height range of -40mm to +60mm.

[0123] It should be noted that the vehicle suspension control system 20 of this embodiment can be an intelligent vehicle control system that can be used to implement a sensor-based suspension control method, such as an intelligent driving system. The intelligent driving system can be an active control system that can actively obtain curve data and slope data to dynamically adjust the vehicle's suspension.

[0124] In the vehicle suspension control system 20 of this embodiment, the forward sensing unit 21 can be used to perform forward sensing of the road ahead of the vehicle, and obtain curve data and / or slope data of the road ahead, thereby providing a basis for subsequent control decisions, and the central decision unit 22 calculates the suspension stiffness corresponding to the curve data, and / or the axle load corresponding to the slope data, and the actuator unit 23 timely adjusts the initial damping force of the suspension to the target damping force according to the suspension stiffness and the axle load, and adjusts the initial height of the vehicle body to the target height, thereby achieving the purpose of predictive adjustment of the vehicle, and then controls the suspension according to the target damping force and target height, responds to changes in road conditions of the road ahead in advance, so that the vehicle can travel to the road ahead, so that the vehicle can respond to the road conditions of the road ahead more intelligently, improve the smoothness of vehicle driving and the stability of control, thereby solving the technical problem of low efficiency in controlling the suspension and achieving the technical effect of improving the efficiency of controlling the suspension.

[0125] The above technical solutions of the embodiments of the present application are further introduced below with reference to the preferred embodiments of the present invention.

[0126] In related technologies, mainstream vehicle suspension control systems primarily include passive mechanical adjustment methods and feedback control methods. Passive mechanical adjustment methods are based on fixed damping and spring stiffness designs (e.g., traditional suspensions) and are unable to dynamically adjust to road conditions. Feedback control methods, on the other hand, utilize body posture sensors (e.g., accelerometers, gyroscopes, etc.) to monitor the vehicle's state in real time and adjust suspension parameters (e.g., through electromagnetic variable damping shock absorbers). These methods can only passively respond to road excitation signals that have already occurred.

[0127] While these methods can improve a vehicle's basic driving performance, they still suffer from hysteresis and the conflict between comfort and stability. Regarding hysteresis, they can only respond passively after the vehicle has already entered a bumpy or tilted state. Regarding the conflict between comfort and stability, they rely on a single parameter adjustment method, making it difficult to balance smoothness and control requirements under complex road conditions.

[0128] In addition, in related technologies, the vehicle's perception dimension is single, for example, it relies on a single sensor (such as a body posture sensor), which leads to poor adaptability to complex scenarios; the vehicle's response delay is significant, for example, when a curve is detected, the vehicle needs to have entered a steering state (average delay of 0.3-0.6 seconds), which means that it can only respond passively after the vehicle has entered a bumpy or tilted state; the vehicle's detection lacks foresight, for example, it does not combine road geometric features (such as curve curvature, slope angle) for predictive adjustment; the vehicle lacks slope compensation, for example, it does not consider the impact of longitudinal slope on sprung mass distribution; multi-modal coupling is insufficient, for example, when complex road conditions (curve + slope) occur at the same time, the control effect is seriously reduced.

[0129] In response to the above-mentioned defects, this embodiment proposes a suspension control method that integrates the signals of the intelligent driving system. The forward perception unit can obtain the road shape data (for example, key parameters such as curve radius and slope angle) of the road section ahead (for example, within the next 5-50 meters) in advance, avoiding the problem of lack of foresight; the central decision-making unit can execute a dynamic collaborative adjustment strategy to generate the optimal suspension stiffness and damping force for vehicle chassis control based on the predicted road shape data (key parameters such as curve radius and slope) and the current vehicle speed / load information; the actuator unit can be used to perform multi-mode adaptive switching, and the roll suppression requirements in high-speed cornering scenarios and the pitch compensation requirements in climbing scenarios can be distinguished, thereby avoiding the problem of insufficient multi-modal coupling.

[0130] Figure 3 FIG. 1 is a schematic diagram of another vehicle suspension control system according to an embodiment of the present invention. Figure 3 As shown, the system may include: a forward perception unit 21, a central decision unit 22 and an executive unit 23.

[0131] In this embodiment, the forward perception unit 21 can be integrated with a camera or LiDAR module of the intelligent driving system to extract and detect road data in the road section ahead, which can be called a road geometry data packet and can include the curvature of the road ahead, the slope of the road ahead, etc.

[0132] Optionally, the forward sensing unit 21 of this embodiment is used during the signal acquisition phase of this embodiment to synchronously acquire road data within the road ahead of the intelligent driving system via the CAN FD bus. Optionally, the yaw rate of the IMU inertial measurement unit is integrated to verify the accuracy of the path information corresponding to the road data.

[0133] Optionally, this embodiment employs a layered layout for the forward sensing unit 21, comprising a primary detection layer and an auxiliary verification layer. In the primary detection layer, a solid-state LiDAR (e.g., with a detection range of 30 to 200 meters) can be embedded in the center of the vehicle's front bumper to scan the road curvature and slope of the road ahead in real time. In the auxiliary verification layer, a camera (e.g., an 8-megapixel binocular camera with a frame rate of 30 Hz) can be installed on top of the vehicle's windshield to extract the curvature of the road ahead, such as lane line curvature parameters, using a deep learning model.

[0134] The central decision unit 22 may include an input layer and an algorithm layer, wherein the input layer is used to input data, such as the real-time vehicle speed (current vehicle speed), load distribution data, and other data used to represent the real-time status of the vehicle; the algorithm layer may receive data from the input layer, and may adopt model predictive control (MPC) to calculate the optimal suspension parameters in the future time domain based on the predicted road shape data and the current vehicle speed / load information, and then output suspension parameter instructions based on the optimal suspension parameters, which may include damping control instructions and air spring control instructions.

[0135] Optionally, the central decision unit 22 of this embodiment can be applied in the parameter optimization stage of this embodiment. For the curve working condition, the suspension stiffness in the above-mentioned optimal suspension parameters can be determined by the aforementioned formulas (1) and (2); for the slope working condition, the axle load in the above-mentioned optimal suspension parameters can be determined by formulas (3) and (4).

[0136] In this embodiment, the central decision-making unit 22 can utilize a heterogeneous computing architecture, including a main control chip and a communication interface. The multi-core MCU in the main control chip can be used for protocol parsing and task scheduling. The communication interface can connect the vehicle's intelligent driving domain controller and chassis actuator network via two CAN FD buses (e.g., with a transmission rate of 5 Mbps).

[0137] The actuator unit 23 may include an air spring five-valve for adjusting the vehicle body height; and a CDC continuous damping controller for adjusting the soft and hard characteristics of the shock absorber.

[0138] The actuator unit 23 of this embodiment can be used during the execution and calibration phase of this embodiment. The suspension controller in this actuator unit 23 can adjust the soft and hard characteristics of the shock absorber through the CDC continuous damping controller. The CDC continuous damping controller can be used to instantaneously adjust the dynamic damping force of the shock absorber within the range of 300mA-1600mA. The ECAS electronic air suspension can adjust (raise or lower) the vehicle height within a range of ±20mm using the five-link air spring valve to optimize the vehicle's ground clearance and reduce the risk of the vehicle bottoming out.

[0139] Optionally, the response time of the solenoid valve used in the CDC continuous damping controller of this embodiment is less than 30ms, and it can support currents of 0mA to 1600mA to linearly adjust the corresponding damping force of 500N to 6500N; the electronic air suspension can include a dual-chamber air spring with a five-link valve (for example, flow accuracy of ±2%), which is used to adjust the vehicle body height within a height range of -40mm to +60mm.

[0140] This embodiment can perform multi-mode adaptive switching, which is described below with an example.

[0141] In this embodiment, for the active anti-roll mode on curves, when a curve with a radius R < 100m is detected on the road ahead, the following action sequence can be triggered:

[0142] During the vehicle preload phase (for example, 10 meters from the cornering entrance), the theoretical centrifugal force can be calculated based on v^2 / R, and the outer shock absorber damping can be increased to 70%. At the same time, the vehicle body can be lowered by 8mm to reduce the vehicle's center of mass height.

[0143] During the vehicle's steady-state cornering phase (for example, after entering a corner), the damping distribution can be fine-tuned based on IMU feedback to keep the vehicle's roll angle gradient ≤3° / s.

[0144] During the vehicle exit phase (for example, 50 meters after exiting a curve), the vehicle can gradually retreat to the comfort mode parameters and reset the vehicle body to the base height.

[0145] For the slope pitch suppression mode, when the slope is 0°<θ<5°, the corresponding graded response strategy can be to increase the front axle air spring height and increase the front axle damping coefficient; when the slope θ>10°, the corresponding graded response strategy can be to increase the front axle air spring height of the vehicle, reduce the rear axle air spring height of the vehicle, and increase the front and rear axle damping coefficient current of the vehicle.

[0146] It should be noted that this embodiment can use a binocular vision camera instead of the aforementioned LiDAR to realize road curvature estimation, thereby reducing detection costs; when the intelligent driving system fails, it can automatically switch to the vehicle body posture based on the IMU sensor to ensure the basic function operation of the vehicle, thereby achieving the purpose of redundant safety design of the vehicle.

[0147] The suspension control method of the vehicle suspension control system of this embodiment can reduce the RMS vertical acceleration of the vehicle body by 42% (e.g., from 1.2g to 0.7g) in a simulation of a complex curved and sloped road section (e.g., a curvature radius of 50m and a slope of 8°), thus avoiding the problem of difficulty in balancing ride comfort and handling requirements under complex road conditions through single parameter adjustment. The aforementioned air spring height adjustment strategy can reduce the seat rail vibration power spectral density by 38% on high-frequency gravel roads, reaching below the "no discomfort" threshold of the ISO 2631 standard, thereby improving the vehicle's ride smoothness. This embodiment can reduce the vehicle's roll angle gradient from 4° / s in the related art to 1.8° / s under high-speed cornering conditions (e.g., 80 km / h and an 80m radius), and reduce the yaw rate tracking error by 62%, thereby enhancing the vehicle's handling stability. Emergency lane change tests of this embodiment show that the phase delay between the vehicle's steering wheel angle and the vehicle's yaw response can be shortened from 320ms to 180ms.

[0148] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0149] According to an embodiment of the present application, an embodiment of a vehicle suspension control device is provided. It should be noted that the device can be used to execute the above-mentioned vehicle suspension control method.

[0150] Figure 4 FIG is a schematic diagram of a vehicle suspension control device according to an embodiment of the present invention. Figure 4 As shown, the vehicle suspension control device 40 may include: a detection unit 41 , a determination unit 42 , an adjustment unit 43 and a control unit 44 .

[0151] The detection unit 41 is used to detect the road section ahead of the vehicle during the vehicle's driving process to obtain target road section data, wherein the target road section data at least includes curve data and / or slope data of the road section ahead.

[0152] The determination unit 42 is used to determine the control parameters of the suspension in the vehicle based on the target road section data and the current state parameters of the vehicle, wherein the control parameters include the suspension stiffness corresponding to the curve data and / or the axle load corresponding to the slope data, and the axle load acts on the axle of the vehicle, and the axle is connected to the body of the vehicle through the suspension.

[0153] The adjustment unit 43 is used to adjust the initial damping force of the suspension to the target damping force and the initial height of the vehicle body to the target height according to the control parameters, wherein the target damping force is the suspension damping force matching the road ahead, and the target height is the vehicle body height matching the road ahead.

[0154] The control unit 44 is configured to control the suspension according to the target damping force and the target height so that the vehicle travels to the road ahead.

[0155] Optionally, the determination unit 42 includes: a first determination module, used to determine the driving condition of the vehicle on the road section ahead using the target road section data; a second determination module, used to determine the parameter generation strategy under the driving condition, wherein the parameter generation strategy is used to represent the mapping relationship between the control parameters to be generated and the target road section data; a mapping module, used to map the target road section data and the current state parameters according to the parameter generation strategy to obtain the control parameters.

[0156] Optionally, the mapping module includes: a first mapping submodule, used to, in response to the driving condition being a curve condition, map the curve radius in the target road section data and the current speed of the vehicle according to the first parameter generation strategy under the curve condition, and obtain the suspension stiffness in the control parameter, wherein the first parameter generation strategy is used to at least indicate that the suspension stiffness is negatively correlated with the curve radius, and the suspension stiffness is positively correlated with the current vehicle speed; a second mapping submodule, used to, in response to the driving condition being a slope condition, map the slope angle in the target road section data according to the second parameter generation strategy under the slope condition, and obtain the axle load in the control parameter, wherein the second parameter generation strategy is used to at least indicate that the axle load is positively correlated with the slope angle.

[0157] Optionally, the adjustment unit 43 includes: a generation module for generating damping control instructions and air spring control instructions according to control parameters, wherein the damping control instructions include a target damping force and the air spring control instructions include a target height; an adjustment module for adjusting the initial damping force of the shock absorber in the suspension to the target damping force in response to the damping control instruction, and adjusting the initial height of the vehicle body to the target height in response to the air spring control instruction.

[0158] Optionally, the adjustment module includes: a first adjustment submodule, used to control the vehicle's damping controller in response to a damping control instruction, and adjust the initial damping force of the shock absorber to a target damping force; a second adjustment submodule, used to control the vehicle's air spring five-valve in response to an air spring control instruction, and adjust the initial height of the vehicle body to a target height.

[0159] Optionally, the curve data comprises a curve radius, the slope data comprises a slope angle, and the generating module comprises: a first generating submodule, configured to, in response to the suspension stiffness corresponding to the curve radius in the control parameter being less than a radius threshold, generate a first damping control instruction corresponding to the radius threshold and a first air spring control instruction, wherein the first damping control instruction is used to instruct to increase an initial damping force to obtain a target damping force, and the first air spring control instruction is used to instruct to decrease an initial height to obtain a target height; a second generating submodule, configured to, in response to the axle load corresponding to the slope angle in the control parameter being greater than a first angle threshold and less than a second angle threshold, generate a second damping control instruction corresponding to the first angle threshold and the second angle threshold and a second air spring control instruction, wherein the second damping control instruction is used to instruct to increase a damping coefficient of a front axle in the axle to adjust the initial damping force to the target damping force, and the second air spring control instruction is used to instruct to increase an air spring height of the front axle to adjust the initial height to the target height; and a third generating submodule, configured to, in response to the axle load corresponding to the slope angle in the control parameter being greater than a third angle threshold, generate a third damping control instruction corresponding to the third angle threshold and a third air spring control instruction, wherein the third angle threshold is greater than the second angle threshold, the third damping control instruction is used to instruct to increase the damping coefficient of the front axle in the axle and a damping coefficient of a rear axle in the axle to adjust the initial damping force to the target damping force, and the third air spring control instruction is used to instruct to increase the air spring height of the front axle and decrease an air spring height of the rear axle to adjust the initial height to the target height.

[0160] Optionally, the detection unit 41 comprises: an acquisition module, configured to acquire environment data of an environment in which the vehicle is located during driving of the vehicle; and a weighting module, configured to weight and sum initial road section data detected by a plurality of sensing devices in the vehicle according to adjusted trustworthiness of the sensing devices, to obtain target road section data, wherein the trustworthiness is used to represent a degree of trustworthiness of the initial road section data obtained by the sensing devices in detecting a front road section.

[0161] In the vehicle suspension control device of the present application, this embodiment performs forward perception of the road section ahead of the vehicle through the detection unit 41, obtains the curve data and / or slope data of the road section ahead, thereby providing a basis for subsequent control decisions, and calculates the suspension stiffness corresponding to the curve data and / or the axle load corresponding to the slope data based on the curve data and / or slope data of the road section ahead through the determination unit 42, and adjusts the initial damping force of the suspension to the target damping force and the initial height of the vehicle body to the target height in time according to the suspension stiffness and the axle load through the adjustment unit 43, thereby achieving the purpose of predictive adjustment of the vehicle, and then controls the suspension according to the target damping force and target height through the control unit 44, responds to the changes in the road conditions of the road section ahead in advance, so that the vehicle can travel to the road section ahead, so that the vehicle can respond to the road conditions of the road section ahead more intelligently, improve the smoothness of the vehicle's driving and the stability of the handling, thereby solving the technical problem of low efficiency in controlling the suspension and achieving the technical effect of improving the efficiency of controlling the suspension.

[0162] An embodiment of the present application further provides a vehicle, comprising: a memory storing an executable program; and a processor for running the program, wherein the method of each embodiment of the present application is executed when the program is running.

[0163] An embodiment of the present application further provides a computer-readable storage medium, which includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present application.

[0164] An embodiment of the present application further provides a computer program product, including a computer program, which implements the methods in various embodiments of the present application when executed by a processor.

[0165] An embodiment of the present application further provides a computer program product, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium is used to store a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present application is implemented.

[0166] The embodiments of the present application further provide a computer program, which, when executed by a processor, implements the methods in the above-mentioned embodiments of the present application.

[0167] In the above embodiments of the present application, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0168] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of the units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0169] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0170] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0171] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the existing technology, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc. Various media that can store program code.

[0172] The above is only a preferred embodiment of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A vehicle suspension control method, characterized in that: include: During the driving process of the vehicle, detecting the road section ahead of the vehicle to obtain target road section data, wherein the target road section data at least includes curve data and slope data of the road section ahead; determining, based on the target road section data, control parameters of a suspension in the vehicle, wherein the control parameters include a suspension stiffness corresponding to the curve data and an axle load corresponding to the slope data, the axle load acting on an axle of the vehicle, the axle being connected to a body of the vehicle via the suspension; According to the control parameters, adjusting the initial damping force of the suspension to a target damping force, and adjusting the initial height of the vehicle body to a target height, wherein the target damping force is the suspension damping force that matches the road ahead, and the target height is the vehicle body height that matches the road ahead; controlling the suspension according to the target damping force and the target height so that the vehicle travels to the front road section; Wherein, the curve data includes a curve radius, the slope data includes a slope angle, and the initial damping force of the suspension is adjusted to a target damping force and the initial height of the vehicle body is adjusted to a target height according to the control parameters, including: in response to the curve radius corresponding to the suspension stiffness in the control parameters being less than a radius threshold, generating a first damping control instruction and a first air spring control instruction corresponding to the radius threshold, wherein the first damping control instruction is used to instruct to increase the initial damping force to obtain the target damping force, and the first air spring control instruction is used to instruct to lower the initial height to obtain the target height; in response to the slope angle corresponding to the axle load in the control parameters being greater than a first angle threshold and less than a second angle threshold, generating a second damping control instruction and a second air spring control instruction corresponding to the first angle threshold and the second angle threshold, wherein, The second damping control instruction is used to instruct an increase in the damping coefficient of the front axle among the axles to adjust the initial damping force to the target damping force, and the second air spring control instruction is used to instruct an increase in the air spring height of the front axle to adjust the initial height to the target height; in response to the slope angle corresponding to the axle load in the control parameter being greater than a third angle threshold, a third damping control instruction and a third air spring control instruction corresponding to the third angle threshold are generated, wherein the third angle threshold is greater than the second angle threshold, the third damping control instruction is used to instruct an increase in the damping coefficient of the front axle among the axles and the damping coefficient of the rear axle among the axles to adjust the initial damping force to the target damping force, and the third air spring control instruction is used to instruct an increase in the air spring height of the front axle and a decrease in the air spring height of the rear axle to adjust the initial height to the target height.

2. The method according to claim 1, characterized in that The determining, based on the target road section data, control parameters of the suspension in the vehicle includes: Determining a driving condition of the vehicle on the forward road section using the target road section data; Determining a parameter generation strategy under the driving condition, wherein the parameter generation strategy is used to represent a mapping relationship between the control parameters to be generated and the target road section data; According to the parameter generation strategy, the target road section data is mapped to obtain the control parameters.

3. The method according to claim 2, characterized in that Mapping the target road section data according to the parameter generation strategy to obtain the control parameters includes: In response to the driving condition being a curve condition, mapping the curve radius in the target road section data and the current vehicle speed according to a first parameter generation strategy for the curve condition to obtain the suspension stiffness in the control parameter, wherein the first parameter generation strategy is used to at least indicate that the suspension stiffness is negatively correlated with the curve radius and positively correlated with the current vehicle speed; In response to the driving condition being a slope condition, the slope angle in the target road section data is mapped according to a second parameter generation strategy under the slope condition to obtain the axle load in the control parameter, wherein the second parameter generation strategy is used to at least indicate that the axle load is positively correlated with the slope angle.

4. The method according to claim 1, wherein The step of adjusting the initial damping force of the suspension to a target damping force and adjusting the initial height of the vehicle body to a target height according to the control parameters comprises: generating a damping control instruction and an empty spring control instruction according to the control parameters, wherein the damping control instruction includes the target damping force, and the empty spring control instruction includes the target height; In response to the damping control instruction, the initial damping force of the shock absorber in the suspension is adjusted to the target damping force, and in response to the air spring control instruction, the initial height of the vehicle body is adjusted to the target height.

5. The method according to claim 4, characterized in that The adjusting the initial damping force of the shock absorber in the suspension to the target damping force in response to the damping control instruction includes: In response to the damping control instruction, controlling a damping controller of the vehicle to adjust the initial damping force of the shock absorber to the target damping force; The adjusting the initial height of the vehicle body to the target height in response to the air spring control instruction includes: In response to the air spring control instruction, the five-valve air spring of the vehicle is controlled to adjust the initial height of the vehicle body to the target height.

6. The method according to any one of claims 1 to 5, characterized in that During the vehicle's travel, detecting the road section ahead of the vehicle to obtain target road section data includes: Acquiring environmental data of an environment in which the vehicle is located during the driving of the vehicle; Using the environmental data, respectively adjusting the credibility of a plurality of sensing devices in the vehicle, wherein the credibility is used to indicate the credibility of initial road segment data obtained by the sensing devices when detecting the road segment ahead; According to the adjusted credibility, the initial road section data detected by the plurality of sensing devices are weightedly summed to obtain the target road section data.

7. A vehicle suspension control system, characterized in that: include: A forward sensing unit is configured to detect a road section ahead of the vehicle during driving to obtain target road section data, wherein the target road section data includes at least curve data and slope data of the road section ahead; a central decision unit, connected to the forward sensing unit, and configured to determine control parameters of a suspension in the vehicle based on the target road segment data, wherein the control parameters include a suspension stiffness corresponding to the curve data and an axle load corresponding to the slope data, the axle load acting on an axle of the vehicle, the axle being connected to the vehicle body via the suspension; an actuator unit connected to the central decision unit, configured to adjust the initial damping force of the suspension to a target damping force and the initial height of the vehicle body to a target height according to the control parameters, wherein the target damping force is the suspension damping force that matches the road ahead, and the target height is the vehicle body height that matches the road ahead; and control the suspension according to the target damping force and the target height so that the vehicle travels to the road ahead; In which, the curve data includes a curve radius, the slope data includes a slope angle, and the actuator unit is further used to perform the following steps: in response to the curve radius corresponding to the suspension stiffness in the control parameter being less than a radius threshold, generating a first damping control instruction and a first air spring control instruction corresponding to the radius threshold, wherein the first damping control instruction is used to instruct to increase the initial damping force to obtain the target damping force, and the first air spring control instruction is used to instruct to lower the initial height to obtain the target height; in response to the slope angle corresponding to the axle load in the control parameter being greater than a first angle threshold and less than a second angle threshold, generating a second damping control instruction and a second air spring control instruction corresponding to the first angle threshold and the second angle threshold, wherein the second damping control instruction is used to instruct to increase the vehicle The damping coefficient of the front axle among the axles is used to adjust the initial damping force to the target damping force, and the second air spring control instruction is used to instruct to increase the air spring height of the front axle to adjust the initial height to the target height; in response to the slope angle corresponding to the axle load in the control parameter being greater than a third angle threshold, a third damping control instruction and a third air spring control instruction corresponding to the third angle threshold are generated, wherein the third angle threshold is greater than the second angle threshold, the third damping control instruction is used to instruct to increase the damping coefficient of the front axle among the axles and the damping coefficient of the rear axle among the axles to adjust the initial damping force to the target damping force, and the third air spring control instruction is used to instruct to increase the air spring height of the front axle and lower the air spring height of the rear axle to adjust the initial height to the target height.

8. A vehicle, characterized in that: include: a memory storing an executable program; A processor, configured to run the program, wherein the program executes the method according to any one of claims 1 to 6 when running.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored executable program, wherein when the executable program is run, the device where the storage medium is located is controlled to execute the method according to any one of claims 1 to 6.

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