Vehicle anti-pitching control method and control system and vehicle

Abstract

The invention discloses a vehicle anti-pitching control method and system and a vehicle. The anti-pitching control method for the vehicle comprises the following steps: acquiring current driving data of the vehicle; judging the current driving state of the vehicle according to the acquired driving data: A, when the vehicle is judged to be in an acceleration state and the head-up angle of the vehicle exceeds a preset value, adjusting characteristic parameters of a suspension system to reduce the head-up angle of the vehicle; or B, when it is judged that the vehicle is in the deceleration state and the nodding angle of the vehicle exceeds the preset value, the characteristic parameters of the suspension system are adjusted so as to reduce the nodding angle of the vehicle, and meanwhile the braking force of the vehicle is controlled so that the rear wheels of the vehicle can obtain more braking force relative to the front wheels of the vehicle. The vehicle pitching can be effectively restrained, and the riding comfort of the vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to vehicle anti-pitch control methods and control systems, as well as vehicles. Background Technology

[0002] When a vehicle is in motion, it may sometimes exhibit a "lifting up" or "nodding" motion. For example, a vehicle is more likely to "lift up" when accelerating, and more likely to "nod" when braking or decelerating. Both "lifting up" and "nodding" motions cause unstable driving, affecting passenger comfort, and may even compromise driving safety in complex road conditions.

[0003] Existing technologies have provided several solutions to overcome the above problems. For example, some existing vehicles are equipped with a CST (Comfort Stop) function, which is triggered when braking ends. It reduces braking force by depressurizing the wheel hydraulic pressure, thereby suppressing the "nose-diving" phenomenon during braking to some extent and improving ride comfort. Furthermore, existing vehicle designs also limit vehicle pitch through suspension anti-pitch structures and damping mechanism stiffness designs. However, this application, after research, found that these existing solutions have relatively limited effectiveness in controlling vehicle pitch and can be further optimized and improved. Summary of the Invention

[0004] In view of this, the present invention provides a vehicle anti-pitch control method and control system, as well as a vehicle, thereby solving or at least mitigating one or more of the above-mentioned problems and other problems existing in the prior art.

[0005] According to one aspect of the present invention, a vehicle anti-pitch control method is first provided, comprising the steps of:

[0006] Obtain the vehicle's current driving data;

[0007] Based on the acquired driving data, determine the vehicle's current driving status:

[0008] A. When it is determined that the vehicle is accelerating and the vehicle's pitch angle exceeds a preset value, adjust the characteristic parameters of the suspension system to reduce the vehicle's pitch angle; or

[0009] B. When it is determined that the vehicle is decelerating and the vehicle's pitch angle exceeds a predetermined value, the characteristic parameters of the suspension system are adjusted to reduce the vehicle's pitch angle, while the vehicle's braking force is controlled so that the rear wheels of the vehicle receive more braking force relative to the front wheels.

[0010] In the vehicle anti-pitch control method according to the present invention, optionally, in step A, the characteristic parameter includes stiffness or displacement, and the adjustment operation of the characteristic parameter of the suspension system includes one of the following:

[0011] Increase the stiffness of the rear suspension of the suspension system and decrease the stiffness of the front suspension;

[0012] Raise the rear suspension and lower the front suspension.

[0013] In the vehicle anti-pitch control method according to the present invention, optionally, the stiffness of the rear suspension or front suspension is increased by operating the corresponding suspension actuator in the suspension system to perform positive linear output, or by reducing the valve orifice opening of the corresponding valve in the suspension system, or by reducing the magnetic field strength generated by the corresponding electromagnetic component in the suspension system, or by inflating the corresponding air chamber in the suspension system.

[0014] In the vehicle anti-pitch control method according to the present invention, optionally, the stiffness of the rear suspension or front suspension can be reduced by operating the suspension actuator to perform reverse linear output, or increasing the valve orifice opening of the valve, or increasing the magnetic field strength generated by the electromagnetic component, or venting the air chamber.

[0015] In the vehicle anti-pitch control method according to the present invention, optionally, the current driving state of the vehicle is determined by acquiring the vehicle speed or acceleration, and the respective heights of the front suspension and the rear suspension.

[0016] In the vehicle anti-pitch control method according to the present invention, optionally, the vehicle speed is obtained by a vehicle speed sensor, the vehicle acceleration is obtained by a vehicle acceleration sensor, and the respective heights of the front suspension and the rear suspension are obtained by a vehicle height sensor.

[0017] In the vehicle anti-pitch control method according to the present invention, optionally, when controlling the vehicle braking force, the hydraulic system on the vehicle is adjusted so that the front axle of the vehicle does not supplement hydraulic pressure or supplements hydraulic pressure with a first hydraulic volume, and the rear axle of the vehicle supplements hydraulic pressure with a second hydraulic volume, wherein the second hydraulic volume is greater than the first hydraulic volume.

[0018] Secondly, according to another aspect of the present invention, a vehicle anti-pitch control system is further provided, including a controller connected to a suspension system and a braking system on a vehicle, and configured to perform the vehicle anti-pitch control method as described in any of the above.

[0019] In the vehicle anti-pitch control system according to the present invention, the controller may optionally include an ECU or a VCU.

[0020] Furthermore, according to another aspect of the present invention, a vehicle is provided that uses the vehicle anti-pitch control method as described in any of the above claims, or the vehicle is equipped with a vehicle anti-pitch control system as described in the above claims.

[0021] This invention suppresses vehicle pitch by optimizing the control of the vehicle's suspension and braking systems, effectively overcoming problems such as "nose-up" or "nodding" during driving that affect ride comfort and reduce ride stability. The solution offered by this invention has low application costs, rapid operation, and excellent results, thus improving vehicle performance. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the processing flow of an embodiment of the vehicle anti-pitch control method according to the present invention.

[0023] Figure 2 This is a schematic diagram of an embodiment of a vehicle anti-pitch control system according to the present invention. Detailed Implementation

[0024] refer to Figure 1 The figure shows a general processing flow of an embodiment of the vehicle anti-pitch control method according to the present invention. By applying this embodiment, the vehicle "head-up" or "head-down" phenomenon that may occur during vehicle operation can be effectively suppressed. The method of the present invention will be described in detail below with reference to this embodiment.

[0025] like Figure 1 As shown, in the example embodiment of the vehicle anti-pitch control method, the following steps may be included:

[0026] First, in step S11, the vehicle's current driving data is acquired. This data will then be analyzed and judged to take appropriate actions based on the judgment results to control the vehicle's pitch attitude and suppress unwanted "nose-up" or "nod-down" phenomena. It should be understood that various types of vehicle driving data can be obtained in many ways. Existing technologies have provided numerous feasible solutions for this. For example, one or more vehicle speed sensors (or acceleration sensors) can be used to collect the vehicle's current speed (or acceleration); two or more vehicle height sensors can be used to obtain the current vehicle height, the current height of the front suspension, and the current height of the rear suspension in the vehicle's suspension system; and various data related to vehicle driving can be obtained from modules such as the ECU (Electronic Control Unit), VCU (Vehicle Control Unit), or other similar unit modules configured on the vehicle.

[0027] In step S12, the current driving state of the vehicle can be analyzed and determined based on the acquired vehicle driving data. Specifically, if the analysis determines that the vehicle is currently accelerating and its nose-up angle exceeds a preset value (the specific value can be flexibly set and adjusted according to actual application requirements), then the above situation applies. Figure 1 The figure uses reference numeral T1 to indicate the corresponding parameters. Then, in step S13, the characteristic parameters of the suspension system on the vehicle can be adjusted accordingly to reduce the vehicle's pitch angle, thereby timely suppressing the vehicle's pitch and avoiding or mitigating its adverse effects on passenger comfort, vehicle ride stability, and safety.

[0028] As mentioned above, existing technologies provide numerous methods for collecting, analyzing, and processing various data related to vehicle operation and conditions. For example, vehicle speed or acceleration sensors can be used to determine whether a vehicle is currently accelerating or decelerating. Similarly, vehicle height sensors can collect changes in the height of the front and / or rear suspension during driving to determine if the vehicle is exhibiting a "nose-up" or "nod-down" phenomenon. Furthermore, many vehicle manufacturers, vehicle equipment suppliers, and research institutions currently offer commercially available devices for installation on vehicles, directly providing users with vehicle driving posture data such as nose-up angle and nose-down angle. Since the above-mentioned technologies are well-known to those skilled in the art and are not the focus of this invention, they will not be elaborated upon further here. It should be understood that the above-mentioned and other various possible vehicle driving data can be used in the method of this invention, and this invention does not impose any limitations on them.

[0029] In step S13, the vehicle's pitching angle is reduced by adjusting the characteristic parameters of the vehicle suspension system. These characteristic parameters may include, but are not limited to, the stiffness and displacement of the front or rear suspension. As those skilled in the art will understand, existing vehicle suspension systems come in many forms, such as air suspension, active suspension, semi-active suspension, CDC (Continuous Damping Control) suspension, etc. Therefore, different types of suspension systems may be configured for different vehicles, thus allowing for many implementation methods to adjust the characteristic parameters of the suspension system. For example, the stiffness or displacement of components in the suspension system can be changed to reduce the vehicle's pitching angle and effectively suppress the "pitching up" phenomenon.

[0030] For example, in one or more implementations, the stiffness of the rear suspension can be increased (making it stiffer and more difficult to compress) while the stiffness of the front suspension is decreased. This combined control of the front and rear suspensions allows for faster and more timely suppression of vehicle "nose-up," resulting in better control. In practice, the stiffness of the rear suspension can be increased by at least one of the following methods: operating the suspension actuator corresponding to the rear suspension in a positive linear output; reducing the valve opening of the valve corresponding to the rear suspension in the suspension system; reducing the magnetic field strength generated by the electromagnetic component corresponding to the rear suspension in the suspension system; or inflating the air chamber corresponding to the rear suspension in the suspension system. Conversely, the stiffness of the rear suspension can be decreased by using the opposite operation, such as selectively operating the suspension actuator corresponding to the rear suspension in a reverse linear output, increasing the valve opening of the aforementioned valve corresponding to the rear suspension, increasing the magnetic field strength generated by the aforementioned electromagnetic component corresponding to the rear suspension, or deflating the air chamber corresponding to the rear suspension. The above instructions use the rear suspension as an example. However, it should be understood that the same applies to the front suspension, so they will not be repeated here.

[0031] Furthermore, in one or more implementations, such as when the vehicle is equipped with an active suspension system, the rear suspension height can be raised and the front suspension height lowered by means of, for example, operating suspension actuators, thereby effectively reducing the vehicle's pitch angle. The specific distance by which the rear and front suspensions are raised or lowered (i.e., the amount of displacement in the vertical direction perpendicular to the horizontal ground) can be designed according to the actual application requirements, as long as the goal of reducing the vehicle's pitch angle is achieved.

[0032] Continue to refer to Figure 1 In step S12, when, after analyzing the acquired vehicle driving data, it is determined that the vehicle is currently decelerating and the vehicle's nose-dive angle exceeds a predetermined value (the specific value can be flexibly set and adjusted according to actual application requirements), this situation occurs... Figure 1 The figure uses reference numeral T2 to indicate this, so in step S14, the characteristic parameters of the vehicle suspension system can be adjusted to reduce the vehicle's nose-dive angle. At the same time, the vehicle's braking force can be controlled accordingly, with the goal of distributing more braking force to the rear wheels compared to the front wheels.

[0033] Compared with other existing technologies, the present invention proposes to combine the vehicle's suspension system and braking system for synchronized operation. This optimized integrated operation method can suppress the vehicle's "nose-diving" phenomenon more quickly and efficiently, thereby effectively avoiding or mitigating its adverse effects on vehicle passenger comfort, vehicle ride stability, and safety.

[0034] It should be noted that the adjustment operations performed on the characteristic parameters of the suspension system (such as stiffness or displacement) in step S14 can actually correspond to the reverse operations of the adjustment operations on the characteristic parameters of the suspension system (such as stiffness or displacement) in step S13. For example, in step S14, various methods can be used to reduce the vehicle's nose-dive angle, such as reducing the stiffness of the rear suspension and increasing the stiffness of the front suspension, or lowering the position of the rear suspension and raising the position of the front suspension. Such content that can be used to adjust the characteristic parameters of the suspension system in step S14 can be directly referred to the relevant description of step S13 above for reverse operation, and will not be repeated here.

[0035] Furthermore, regarding the vehicle braking force distribution control in step S14, as an example, when the vehicle is equipped with, for example, a hydraulic system, the hydraulic system can be adjusted so that the front axle is not replenished with hydraulic fluid or receives a relatively small amount of replenished fluid, while the rear axle receives a relatively large amount of replenished fluid. That is, only a relatively small amount of braking force is distributed to the front wheels of the vehicle, while more braking force is given to the rear wheels. This can cause the axle load to move relatively backward, thereby effectively suppressing the vehicle's "nose-diving" phenomenon. When combined with the synchronous adjustment operation of the suspension system as described above, the comprehensive suppression effect on the vehicle's "nose-diving" phenomenon is even more significant.

[0036] According to the technical solution of the present invention, a vehicle anti-pitch control system is also provided, which can be installed on a vehicle to suppress "nose-up" or "nod-down" problems that may occur while driving. Figure 2 The diagram shows an embodiment of a vehicle anti-pitch control system, which may include a controller 1 connected to a suspension system 2 and a braking system 3 on the vehicle and configured to perform the vehicle anti-pitch control method according to the invention.

[0037] It should be noted that the control unit in this vehicle anti-pitch control system can be implemented by any possible component, module, or unit located on the vehicle, such as the ECU or VCU already configured in many vehicles. Of course, this invention also allows for the use of a separately configured processor chip, module, or unit to implement the functions of the control unit. In practical applications, the control unit can be installed at any suitable location on the vehicle.

[0038] Furthermore, the present invention also provides a vehicle on which a vehicle anti-pitch control system according to the present invention can be configured, or on which a vehicle anti-pitch control method according to the present invention can be used. It should be noted that the vehicle according to the present invention can include, but is not limited to, many types of vehicles such as conventional fuel vehicles, hydrogen fuel cell vehicles, pure electric vehicles, and hybrid vehicles.

[0039] The above examples are merely illustrative of the vehicle anti-pitch control method and control system according to the present invention, as well as the vehicle itself. These examples are only for illustrating the principles and implementation methods of the present invention and are not intended to limit the invention. Various modifications and improvements can be made by those skilled in the art without departing from the scope of the invention. Therefore, all equivalent technical solutions should fall within the scope of the present invention and be defined by the claims of the present invention.

Claims

1. A vehicle anti-pitch control method, characterized in that, Including the following steps: Obtain the vehicle's current driving data; Based on the acquired driving data, determine the vehicle's current driving status: A. When it is determined that the vehicle is accelerating and the vehicle's pitch angle exceeds a preset value, adjust the characteristic parameters of the suspension system to reduce the vehicle's pitch angle; or B. When it is determined that the vehicle is decelerating and the vehicle's pitch angle exceeds a predetermined value, the characteristic parameters of the suspension system are adjusted to reduce the vehicle's pitch angle, while the vehicle's braking force is controlled so that the rear wheels of the vehicle receive more braking force relative to the front wheels.

2. The vehicle anti-pitch control method according to claim 1, wherein, In step A, the characteristic parameters include stiffness or displacement, and the adjustment operation for the characteristic parameters of the suspension system includes one of the following: Increase the stiffness of the rear suspension of the suspension system and decrease the stiffness of the front suspension; Raise the rear suspension and lower the front suspension.

3. The vehicle anti-pitch control method according to claim 2, wherein, The stiffness of the rear or front suspension is increased by operating the corresponding suspension actuator in the suspension system to provide a positive linear output, or by reducing the valve opening of the corresponding valve in the suspension system, or by reducing the magnetic field strength generated by the corresponding electromagnetic component in the suspension system, or by inflating the corresponding air chamber in the suspension system.

4. The vehicle anti-pitch control method according to claim 3, wherein, The stiffness of the rear or front suspension can be reduced by operating the suspension actuator to provide a reverse linear output, increasing the valve orifice opening, increasing the magnetic field strength generated by the electromagnetic component, or venting the air chamber.

5. The vehicle anti-pitch control method according to claim 1, wherein, The vehicle's current driving status is determined by acquiring the vehicle's speed or acceleration, as well as the respective heights of the front and rear suspensions.

6. The vehicle anti-pitch control method according to claim 1, wherein, Vehicle speed is obtained through a vehicle speed sensor, vehicle acceleration is obtained through a vehicle acceleration sensor, and the height of the front and rear suspensions is obtained through a vehicle height sensor.

7. The vehicle anti-pitch control method according to claim 1, wherein, When controlling the vehicle's braking force, the hydraulic system on the vehicle is adjusted so that the front axle does not receive additional hydraulic pressure or receives hydraulic pressure at a first level, while the rear axle receives hydraulic pressure at a second level, which is greater than the first level.

8. A vehicle anti-pitch control system, characterized in that, It includes a controller (1) connected to a suspension system (2) and a braking system (3) on a vehicle, and is configured to perform the vehicle anti-pitch control method as described in any one of claims 1-7.

9. The vehicle anti-pitch control system according to claim 8, wherein, The controller includes an ECU or a VCU.

10. A vehicle, characterized in that, The vehicle uses the vehicle anti-pitch control method as described in any one of claims 1-7, or the vehicle is equipped with a vehicle anti-pitch control system as described in claim 8 or 9.

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