Vehicle suspension control method and device, vehicle and storage medium

Abstract

The embodiment of the invention provides a vehicle suspension control method and device, a vehicle and a storage medium, and the method comprises the steps that under the condition that the vehicle is in a braking working condition, braking deceleration and suspension state data are obtained; the braking strength is determined according to the braking deceleration; determining vibration frequency data according to the suspension state data; the vibration state of the vehicle is determined by combining the braking strength and the vibration frequency data; the vehicle suspension is controlled based on the vehicle vibration state, the vehicle vibration state is comprehensively judged and a suspension system is controlled by obtaining braking deceleration and suspension state data and determining braking strength and vibration frequency data, vibration control over a vehicle body under different braking working conditions is achieved, and the riding comfort during vehicle braking is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile control, in particular to a vehicle suspension control method and device, a vehicle and a storage medium. BACKGROUND

[0002] The vibration comfort of a vehicle is one of the key indicators for measuring the performance of the vehicle. The vehicle suspension system, as a key connecting component between the vehicle body and the wheels, has a decisive influence on the vibration comfort. The vibration control strategy of the existing vehicle suspension system under specific working conditions such as vehicle braking is not perfect, and it is difficult to effectively suppress the vibration of the vehicle body under specific working conditions, resulting in a decrease in ride comfort. SUMMARY

[0003] In view of the above problems, the present application is proposed to provide a vehicle suspension control method, a vehicle suspension control device, a vehicle and a computer readable storage medium which overcome the above problems or at least partially solve the above problems.

[0004] To solve the above problems, in a first aspect of the present application, the present application discloses a vehicle suspension control method, comprising: obtaining brake deceleration and suspension state data when the vehicle is in a braking working condition; determining brake intensity according to the brake deceleration; determining vibration frequency data according to the suspension state data; determining vehicle vibration state in combination with the brake intensity and the vibration frequency data; controlling vehicle suspension based on the vehicle vibration state.

[0005] Optionally, the step of determining brake intensity according to brake deceleration comprises: determining the brake intensity as a first intensity when the brake deceleration is not greater than a first deceleration threshold; determining the brake intensity as a second intensity when the brake deceleration is greater than the first deceleration threshold and not greater than a second deceleration threshold; determining the brake intensity as a third intensity when the brake deceleration is greater than the second deceleration threshold; wherein the first deceleration threshold is less than the second deceleration threshold.

[0006] Optionally, the suspension state data comprises sprung mass acceleration, unsprung mass acceleration, suspension displacement, sprung mass, unsprung mass and tire stiffness, and the step of determining vibration frequency data according to the suspension state data comprises: convert the sprung mass acceleration, the unsprung mass acceleration and the suspension displacement into a spring stiffness based on a pre-set two-degree-of-freedom vibration model of a vehicle; determine vibration frequency data according to the spring stiffness, the sprung mass, the unsprung mass and the tire stiffness.

[0007] Optionally, the vibration frequency data comprises a sprung natural frequency and an unsprung natural frequency; and the step of determining vibration frequency data according to the spring stiffness, the sprung mass, the unsprung mass and the tire stiffness comprises: determining a first quotient value according to the spring stiffness and the sprung mass; converting the first quotient value into the sprung natural frequency; determining a first sum value according to the spring stiffness and the tire stiffness; determining a second quotient value according to the first sum value and the unsprung mass; converting the second quotient value into the unsprung natural frequency.

[0008] Optionally, the vibration frequency data further comprises a real-time vibration frequency; and the step of determining vibration frequency data according to the suspension state data comprises: performing time-domain analysis on the suspension displacement to identify adjacent co-directional extreme points; obtaining a vibration period according to the adjacent co-directional extreme points; obtaining the real-time vibration frequency according to the vibration period.

[0009] Optionally, the step of determining a vehicle vibration state in combination with the brake intensity and the vibration frequency data comprises: determining the vehicle vibration state as a slight pitch state in a case where the brake intensity is a first intensity; determining the vehicle vibration state as a moderate pitch state in a case where the brake intensity is a second intensity; determining the vehicle vibration state as a severe pitch state in a case where the brake intensity is a third intensity; determining the vehicle vibration state as a low-frequency after-vibration state in a case where the real-time vibration frequency is less than a first frequency threshold; determining the vehicle vibration state as a resonance state in a case where an absolute value of a difference between the sprung natural frequency and the unsprung natural frequency is not greater than a second frequency threshold; determining the vehicle vibration state as a high-frequency resonance state in a case where the real-time vibration frequency is not less than a third frequency threshold; wherein the first frequency threshold is less than the second frequency threshold; and the second frequency threshold is less than the third frequency threshold.

[0010] Optionally, the step of controlling the vehicle suspension based on the vehicle vibration state comprises: in the case that the vehicle vibration state is a slight pitch state, controlling the vehicle suspension to maintain the spring stiffness and the damping force of the shock absorber unchanged; in the case that the vehicle vibration state is a moderate pitch state, controlling the vehicle suspension to increase the spring stiffness and the damping force in a first proportion; in the case that the vehicle vibration state is a severe pitch state, controlling the vehicle suspension to increase the spring stiffness and the damping force in a second proportion; and the second proportion is greater than the first proportion; in the case that the vehicle vibration state is a low-frequency residual vibration state, controlling the vehicle suspension to increase the spring stiffness; in the case that the vehicle vibration state is a resonance state, controlling the vehicle suspension to increase the damping force; in the case that the vehicle vibration state is a high-frequency resonance state, controlling the vehicle suspension to increase the spring stiffness and the damping force.

[0011] In a second aspect of the present application, the present application discloses a vehicle suspension control device, comprising: an acquisition module, configured to acquire braking deceleration and suspension state data in the case that a vehicle is in a braking working condition; a first determination module, configured to determine braking intensity according to the braking deceleration; a second determination module, configured to determine vibration frequency data according to the suspension state data; a third determination module, configured to determine a vehicle vibration state in combination with the braking intensity and the vibration frequency data; a control module, configured to control a vehicle suspension based on the vehicle vibration state.

[0012] In a third aspect of the present application, the embodiments of the present application disclose a vehicle, comprising a processor, a memory, and a computer program stored in the memory and capable of running on the processor, and the computer program is executed by the processor to implement the vehicle suspension control method as described above.

[0013] In a fourth aspect of the present application, the embodiments of the present application disclose a computer readable storage medium, and the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the vehicle suspension control method as described above.

[0014] The embodiments of the present application have the following advantages: The embodiment of the present application obtains the brake deceleration and suspension state data when the vehicle is in the braking working condition; determines the brake intensity according to the brake deceleration; determines the vibration frequency data according to the suspension state data; determines the vehicle vibration state by combining the brake intensity and the vibration frequency data; controls the vehicle suspension based on the vehicle vibration state, realizes the vibration control of the vehicle body under different braking working conditions, and improves the ride comfort when the vehicle brakes. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 is a step flow chart of an embodiment of a vehicle suspension control method of the present application; Figure 2 is a step flow chart of another embodiment of a vehicle suspension control method of the present application; Figure 3 is the front shock absorber damping characteristic of the present application Figure 1 ; Figure 4 is the rear shock absorber damping characteristic of the present application Figure 1 ; Figure 5 is a vehicle residual vibration simplified model schematic diagram of the present application; Figure 6 is a residual vibration attenuation schematic diagram of the present application; Figure 7 is a vehicle vibration period schematic diagram of the present application; Figure 8 is a vehicle pitch and residual vibration control main flow chart of the present application; Figure 9 is a structure block diagram of an embodiment of a vehicle suspension control device of the present application; Figure 10 is a structure block diagram of a vehicle provided by the embodiment of the present application; Figure 11 is a structure block diagram of a storage medium provided by the embodiment of the present application. DETAILED DESCRIPTION

[0016] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the present application will be further described in detail below with reference to the drawings and specific embodiments.

[0017] Figure 1 A step flow chart of an embodiment of a vehicle suspension control method of the present application is shown, and the vehicle suspension control can specifically include the following steps: Step 101, obtaining the brake deceleration and suspension state data when the vehicle is in the braking working condition; When the vehicle is in braking condition, the braking deceleration and suspension state data are acquired by sensors and transmitted to a microcontroller unit (MCU). For example, when the driver steps on the brake pedal, the braking condition is determined by the brake pedal sensor to collect braking signals, including static, acceleration, deceleration or constant speed. The vertical, longitudinal and lateral acceleration data of the vehicle are collected in real time by the inertial measurement unit (IMU) arranged at the vehicle body center of mass, and the longitudinal acceleration is taken as the braking deceleration. The relative position relationship between the tire and the vehicle body is collected in real time by the air spring height sensor.

[0018] Step 102, determining the braking intensity according to the braking deceleration; The braking intensity is determined according to the braking deceleration, which is the ratio of the braking deceleration to the gravitational acceleration, representing the degree of vehicle pitch.

[0019] Step 103, determining the vibration frequency data according to the suspension state data; The vibration frequency data is determined according to the suspension state data, including real-time vibration frequency, spring-on natural frequency and spring-under natural frequency. The MCU performs time domain analysis on the suspension displacement collected by the air spring height sensor, calculates the vibration period by identifying the time interval of consecutive peaks or troughs, and further obtains the real-time vibration frequency. Combined with the parameters such as spring-on mass, spring-under mass and tire stiffness, and the spring stiffness identified in real time through the motion equation, the spring-on natural frequency and the spring-under natural frequency are calculated.

[0020] The real-time vibration frequency, spring-on natural frequency and spring-under natural frequency calculated above jointly provide the basis for subsequent vehicle residual vibration state discrimination. The MCU updates the real-time vibration frequency, spring-on natural frequency and spring-under natural frequency data at a period of 50ms.

[0021] Step 104, determining the vehicle vibration state in combination with the braking intensity and the vibration frequency data; The vehicle vibration state is determined in combination with the braking intensity and the vibration frequency data, including pitch vibration state and residual vibration state. During the vehicle braking process, i.e. when the vehicle speed is continuously decreasing but the vehicle speed is not zero, the pitch vibration state is determined according to the braking intensity. When the vehicle speed approaches zero, i.e. after braking stops, the residual vibration state is determined according to the vibration frequency data.

[0022] Step 105, controlling the vehicle suspension based on the vehicle vibration state.

[0023] The MCU issues instructions to the execution module according to the determined vehicle vibration state to control the vehicle suspension: in the slight pitch state, the spring stiffness and the damping force of the shock absorber are maintained unchanged; in the moderate pitch state or the severe pitch state, the air pump is controlled to increase the air spring air pressure to increase the spring stiffness, and the electromagnetic valve of the continuous damping control (CDC) shock absorber is controlled to increase the damping force, so as to suppress the body pitch; when it is detected that the vehicle is braking and the vehicle is about to stop, the residual vibration control is started, in the low-frequency residual vibration state, the spring stiffness is mainly increased to consume vibration energy; in the resonance state, the damping force is mainly controlled to increase to quickly suppress the resonance; and in the high-frequency resonance state, the spring stiffness and the damping force are simultaneously increased for joint attenuation.

[0024] In the case that the vehicle is in the braking working condition, the braking deceleration and the suspension state data are acquired; the braking intensity is determined according to the braking deceleration; the vibration frequency data are determined according to the suspension state data; the vehicle vibration state is determined in combination of the braking intensity and the vibration frequency data; and the vehicle suspension is controlled based on the vehicle vibration state. By acquiring the braking deceleration and the suspension state data, determining the braking intensity and the vibration frequency data, and comprehensively judging the vehicle vibration state and controlling the suspension system, the vibration control of the vehicle body under different braking working conditions is realized, and the ride comfort during vehicle braking is improved.

[0025] Figure 2 A step flowchart of another embodiment of the vehicle suspension control method of the application is shown, and the vehicle suspension control can specifically include the following steps: In step 201, in the case that the vehicle is in the braking working condition, the braking deceleration and the suspension state data are acquired; In step 202, the braking intensity is determined according to the braking deceleration; In an optional embodiment of the application, the step of determining the braking intensity according to the braking deceleration includes: In sub-step S2021, in the case that the braking deceleration is not greater than a first deceleration threshold, the braking intensity is determined as a first intensity; By comparing the braking deceleration with the preset deceleration threshold, the braking intensity is classified. For example, when the MCU detects that the longitudinal acceleration is ≤2 m / s², the braking intensity is determined as the first intensity.

[0026] In sub-step S2022, in the case that the braking deceleration is greater than the first deceleration threshold and not greater than a second deceleration threshold, the braking intensity is determined as a second intensity; When it is detected that 2 m / s² < longitudinal acceleration ≤ 6 m / s², the braking intensity is determined as the second intensity.

[0027] Sub-step S2023: If the braking deceleration is greater than the second deceleration threshold, determine the braking intensity as a third intensity; wherein the first deceleration threshold is less than the second deceleration threshold.

[0028] When a longitudinal acceleration greater than 6 m / s² is detected, the braking intensity is determined to be the third intensity.

[0029] In this embodiment, the braking intensity is determined to be a first intensity when the braking deceleration is not greater than a first deceleration threshold; the braking intensity is determined to be a second intensity when the braking deceleration is greater than the first deceleration threshold but not greater than a second deceleration threshold; and the braking intensity is determined to be a third intensity when the braking deceleration is greater than the second deceleration threshold. The first deceleration threshold is less than the second deceleration threshold. By setting a clear deceleration threshold range, the braking intensity is graded, thereby formulating a differentiated suspension control strategy.

[0030] Step 203: Determine the vibration frequency data based on the suspension status data; Suspension condition data includes sprung mass and unsprung mass, calculated based on preset vehicle condition information. For example, the preset vehicle mass is a loaded value of 2700 kg, the front axle condition value is 1300 kg, and the rear axle condition value is 1400 kg. These front and rear axle condition values ​​characterize the rated load distribution between the front and rear axles under standard design load conditions (e.g., with only the driver on board). The actual axle load of the vehicle will change with variations in the number of occupants, cargo load, and other effective loads. The wheelbase is a fixed value of 3000 mm, the center of gravity height H is an approximately fixed value of 650 mm, the initial air spring stiffness of the front suspension is a condition value of 36 N / mm, and the initial air spring stiffness of the rear suspension is a condition value of 45 N / mm. Figure 3 The front damper damping characteristics of this application are shown. Figure 1 ; Figure 4 The rear damper damping characteristics of this application are shown. Figure 1 . Figure 3 , Figure 4 The graphs in the diagram illustrate the nonlinear relationship between the damping force of the front and rear shock absorbers and the piston speed. This relationship can serve as a reference for damping control. When the MCU detects a need to increase damping force during vehicle pitch or residual vibration, it uses the reference damping force defined in the graph at the current speed as a reference and adjusts the damping force by regulating the opening of the solenoid valve in the CDC shock absorber of the suspension. Table 1 shows the data obtained by calibrating the damping characteristic curve of the front shock absorber; Table 2 shows the data obtained by calibrating the damping characteristic curve of the rear shock absorber.

[0031]

[0032] Table 1

[0033] Table 2 The corresponding rebound damping force and compression damping force fixed values at different piston speed points are listed in the data table. When the vehicle pitch state or vehicle residual vibration state control is performed, the MCU can query the reference damping force in the data table of Table 1, Table 2 according to the piston speed, and finally determine the target damping force combined with the brake intensity or vibration frequency data, and adjust the damping force through the electromagnetic valve of the CDC damper. The tire stiffness is 300 N / mm, the front suspension under mass is a fixed value of 70 kg, and the rear suspension under mass is a fixed value of 65 kg, so that the front suspension over mass = front axle state value - front suspension under mass * 2 = 1300 - 70 * 2 = 1160 kg, and the rear suspension over mass = rear axle state value - rear suspension under mass * 2 = 1400 - 65 * 2 = 1270 kg.

[0034] In an optional embodiment of the present application, the suspension state data includes sprung mass acceleration, unsprung mass acceleration, suspension displacement, sprung mass, unsprung mass and tire stiffness, and the step of determining vibration frequency data according to the suspension state data comprises: Sub-step S2031, converting the sprung mass acceleration, the unsprung mass acceleration and the suspension displacement into spring stiffness based on a preset two-degree-of-freedom vibration model of the vehicle; Figure 5 A vehicle residual vibration simplified model schematic diagram of the present application is shown, and a two-degree-of-freedom vibration model of the vehicle is adopted, wherein the front suspension over mass and the rear suspension over mass are the main vibration masses, the front suspension subsystem includes the front suspension over mass, and is jointly acted on by the front suspension spring stiffness and the front damper damping coefficient , and the rear suspension subsystem includes the rear suspension over mass, and is jointly acted on by the rear suspension spring stiffness and the rear damper damping coefficient . The system takes the vehicle body mass center vertical displacement zc as the main motion coordinate, and considers the pitch motion determined by the mass center to front axle distance and the mass center to rear axle distance . The vehicle is simplified as a two-degree-of-freedom vibration model of the vehicle, based on the two-degree-of-freedom vibration model of the vehicle, the MCU can utilize the preset sprung mass, unsprung mass, tire stiffness and the like parameters, and the spring stiffness estimated in real time through the parameter identification algorithm.

[0035] (1) wherein, is the sprung mass; is the sprung mass acceleration; For the damper damping coefficient, in the specific implementation, it corresponds to the front damper damping coefficient And the rear damper damping coefficient ; For the sprung mass speed For the unsprung mass speed For the spring stiffness For the sprung mass displacement For the unsprung mass displacement For the unsprung mass For the unsprung mass acceleration For the tire stiffness.

[0036] According to the above formula, the actual spring stiffness and the actual damper damping coefficient of the current system are estimated, and compared with the preset spring stiffness and damping coefficient of the vehicle, the attenuation and aging of the spring stiffness and the damping coefficient are obtained, and for a two-degree-of-freedom vibration system, the vibration response of the sprung mass can be approximately expressed as: (2) Where A is the amplitude; e is the natural constant; Is the damping ratio, which is used to measure the ratio of the actual damping to the "critical damping", which is the minimum damping that makes the system vibration just not oscillate; Is the undamped natural angular frequency, which represents the vibration frequency of the system, the greater the stiffness or the smaller the mass, the faster the frequency; Is the damped natural angular frequency; t is time; Is the phase angle.

[0037] The calculation formula of the undamped natural angular frequency is: (3) Where Is the ratio of the circle; Is the undamped natural frequency; Is the spring stiffness; Is the sprung mass.

[0038] The calculation formula of the damping ratio is: (4) Figure 6 The residual vibration attenuation diagram of the present application is shown, it can be seen that the effect of the residual vibration control module, the vehicle vibration decays faster, wherein When the system is undamped, it will always oscillate, When the system is underdamped, the system will oscillate, but the amplitude will gradually decay, which is the common state of the automobile, When the system is critically damped, the system returns to the equilibrium position without oscillation at the fastest speed; At this time, the over-damped system, the system slowly returns to the equilibrium position without oscillation, by increasing the amplitude decay rate of the residual vibration to the optimal, the residual vibration decay module controls the spring stiffness and damping force, aiming to achieve two goals, one is to maximize the amplitude decay coefficient (f ) to quickly suppress the residual vibration; two is to stabilize the vibration frequency of the sprung mass in the human comfortable range of 1.0~1.3Hz.

[0039] Sub-step S2032, determining vibration frequency data according to the spring stiffness, the sprung mass, the unsprung mass and the tire stiffness.

[0040] In an optional embodiment of the present application, the vibration frequency data includes a sprung natural frequency and an unsprung natural frequency; the step of determining vibration frequency data according to the spring stiffness, the sprung mass, the unsprung mass and the tire stiffness comprises: Sub-step S20321, determining a first quotient value according to the spring stiffness and the sprung mass: Sub-step S20322, converting the first quotient value into the sprung natural frequency; Sub-step S20323, determining a first sum value according to the spring stiffness and the tire stiffness; The calculation formula of the sprung natural frequency is as follows: (5) Wherein, is the sprung natural frequency; is the pi; is the spring stiffness; is the sprung mass, the first quotient value of the spring stiffness and the sprung mass is calculated to obtain the sprung natural frequency.

[0041] Sub-step S20324, determining a second quotient value according to the first sum value and the unsprung mass; Sub-step S20325, converting the second quotient value into the unsprung natural frequency, the calculation formula is as follows: (6) Wherein is the unsprung natural frequency; is the pi; is the spring stiffness; is the tire stiffness; is the unsprung mass, the spring stiffness, the tire stiffness and the unsprung mass are calculated to obtain the unsprung natural frequency.

[0042] In an optional embodiment of the present application, the vibration frequency data further includes a real-time vibration frequency, and the step of determining vibration frequency data according to the suspension state data comprises: Sub-step S2033, time domain analysis is performed on the suspension displacement to identify adjacent same-direction extreme points; Sub-step S2034, a vibration period is obtained according to the adjacent same-direction extreme points; Sub-step S2035, the real-time vibration frequency is obtained according to the vibration period.

[0043] Figure 7 A schematic diagram of the vibration period of the vehicle of the present application is shown, Figure 7 In the formula, the initial amplitude is A0 and the vibration period is T, the MCU performs time domain analysis on the suspension displacement collected by the air spring height sensor, identifies adjacent same-direction extreme points, calculates the time interval between adjacent same-direction extreme points as the vibration period, and calculates the real-time vibration frequency through the vibration period: (7) In the formula, f is the real-time vibration frequency; and T is the vibration period.

[0044] In order to reduce the response time of the residual vibration system, when the MCU detects the deceleration braking signal and the vehicle speed is lower than the preset vehicle speed, for example, the vehicle speed is lower than 5 km / h, the general vehicle will stop. The CDC damper and the air spring mechanism enter the pre-control preparation stage, and when the vehicle speed is close to 0, the relative height change H(t) between the vehicle body and the wheel center is collected in real time through the air spring height sensor, H(t) is the time domain signal of the residual vibration, the amplitude A is attenuated with time, and the amplitude of the first 5 periods is generally taken to calculate the characteristic value. When it is detected that the vehicle speed is about to be 0, the absolute value of the first peak or trough of the H(t) signal relative to the equilibrium position is the initial amplitude A0, and the time interval between the two consecutive peaks or troughs is the vibration period T, and the real-time vibration frequency is calculated through the vibration period.

[0045] The embodiment of the application converts the sprung mass acceleration, the unsprung mass acceleration and the suspension displacement into spring stiffness based on a preset two-degree-of-freedom vibration model of a vehicle; determines vibration frequency data according to the spring stiffness, the sprung mass, the unsprung mass and the tire stiffness; the vibration frequency data includes a sprung natural frequency and an unsprung natural frequency; determines a first quotient value according to the spring stiffness and the sprung mass; converts the first quotient value into the sprung natural frequency; determines a first sum value according to the spring stiffness and the tire stiffness; determines a second quotient value according to the first sum value and the unsprung mass; converts the second quotient value into the unsprung natural frequency; the vibration frequency data further includes a real-time vibration frequency; performs time domain analysis on the suspension displacement to identify adjacent same-direction extreme points; obtains the real-time vibration frequency according to the vibration period; and combines the sprung natural frequency and the unsprung natural frequency with the real-time vibration frequency directly measured by the air spring height sensor, so that the MCU can determine whether the current vehicle speed is in a low-frequency after-vibration state, a resonance state or a high-frequency resonance state after the speed is zero, and thus the corresponding control strategy can be adopted.

[0046] Step 204, determining the vehicle vibration state in combination with the brake intensity and the vibration frequency data; In an optional embodiment of the application, the step of determining the brake intensity according to the brake deceleration comprises: Sub-step S2041, determining that the vehicle vibration state is a slight pitch state when the brake intensity is a first intensity; When the brake deceleration is not greater than a first deceleration threshold, the brake intensity is determined to be the first intensity. For example, when the longitudinal acceleration is less than or equal to 2 m / s², the vehicle vibration state is determined to be a slight pitch state. The vehicle pitch amplitude is low, and personnel discomfort is not caused. At this time, the vehicle suspension keeps the current suspension parameter setting, and no active intervention is performed.

[0047] Sub-step S2042, determining that the vehicle vibration state is a moderate pitch state when the brake intensity is a second intensity; When the brake deceleration is greater than the first deceleration threshold and not greater than a second deceleration threshold, the brake intensity is determined to be the second intensity. For example, when 2 m / s² < longitudinal acceleration ≤ 6 m / s², the vehicle vibration state is determined to be a moderate pitch state. In this brake state, the vehicle has a large pitch amplitude, but the overall pitch is slow, and the passengers will have slight discomfort. At this time, pitch vibration control needs to be performed, and the MCU controls the actuator to perform moderate pitch state control.

[0048] Sub-step S2043, determining that the vehicle vibration state is a severe pitch state when the brake intensity is a third intensity; In the case that the braking deceleration is greater than the second deceleration threshold, the braking intensity is determined as the third intensity. For example, the longitudinal acceleration > 6 m / s², the vehicle vibration state is determined as the severe pitching state. In this braking state, the vehicle is braked sharply, the pitching amplitude is large, and the passengers will feel uncomfortable, such as car sickness, vomiting, and the like, so that the pitching vibration control needs to be performed, and the MCU controls the actuator to perform the severe pitching state control.

[0049] In the case that the real-time vibration frequency is less than the first frequency threshold, the vehicle vibration state is determined as the low-frequency residual vibration state. In the case that the real-time vibration frequency is less than the first frequency threshold, the vehicle vibration state is determined as the low-frequency residual vibration state. For example, the real-time vibration frequency < 2 Hz. At this time, the vibration energy is mainly in the form of elastic potential energy.

[0050] In the case that the absolute value of the difference between the spring natural frequency and the unsprung natural frequency is not greater than the second frequency threshold, the vehicle vibration state is determined as the resonance state. In the case that the absolute value of the difference between the spring natural frequency and the unsprung natural frequency is not greater than the second frequency threshold, the vehicle vibration state is determined as the resonance state. For example, the absolute value of the difference between the spring natural frequency and the unsprung natural frequency ≤ 3 Hz. At this time, the damping force plays a dominant role in vibration attenuation.

[0051] In the case that the real-time vibration frequency is not less than the third frequency threshold, the vehicle vibration state is determined as the high-frequency resonance state; wherein the first frequency threshold is less than the second frequency threshold; and the second frequency threshold is less than the third frequency threshold. In the case that the real-time vibration frequency is not less than the third frequency threshold, the vehicle vibration state is determined as the high-frequency resonance state. For example, the real-time vibration frequency ≥ 6 Hz. At this time, the cooperative control of the stiffness and the damping is needed.

[0052] In the case that the braking intensity is the first intensity, the vehicle vibration state is determined as a slight pitch state; in the case that the braking intensity is the second intensity, the vehicle vibration state is determined as a moderate pitch state; and in the case that the braking intensity is the third intensity, the vehicle vibration state is determined as a severe pitch state. Through the division of the braking intensity, the pitch vibration state can be identified, and the pitch degree can be determined according to the braking intensity to take a differentiated vehicle suspension control strategy, so as to ensure the comfort of passengers and the stability of the vehicle body in the case of emergency braking. In the case that the real-time vibration frequency is less than the first frequency threshold, the vehicle vibration state is determined as a low-frequency residual vibration state; in the case that the absolute value of the difference between the natural frequency of the spring and the natural frequency of the spring is not greater than the second frequency threshold, the vehicle vibration state is determined as a resonance state; and in the case that the real-time vibration frequency is not less than the third frequency threshold, the vehicle vibration state is determined as a high-frequency resonance state; wherein the first frequency threshold is less than the second frequency threshold, and the second frequency threshold is less than the third frequency threshold. Through the differentiation of different residual vibration states, a differentiated vehicle residual vibration state control is performed, and the efficiency of residual vibration attenuation is improved.

[0053] In step 205, the vehicle suspension is controlled based on the vehicle vibration state.

[0054] In an optional embodiment of the present application, the step of controlling the vehicle suspension based on the vehicle vibration state comprises: In the case that the vehicle vibration state is a slight pitch state, the vehicle suspension is controlled to maintain the spring stiffness and the damping force of the shock absorber unchanged in sub-step S2051. In the case that the vehicle vibration state is a slight pitch state, the MCU controls the air spring mechanism to maintain the current air pressure unchanged, and the CDC shock absorber electromagnetic valve maintains the current opening degree, so as to maintain the current spring stiffness and damping force.

[0055] In the case that the vehicle vibration state is a moderate pitch state, the vehicle suspension is controlled to increase the spring stiffness and the damping force by a first proportion in sub-step S2052. In the case that the vehicle vibration state is a moderate pitch state, the vehicle suspension is controlled to increase the spring stiffness and the damping force by a first proportion, the MCU adjusts the actuator according to the first proportion, the air spring mechanism is inflated by the air pump, the air spring stiffness is linearly increased by 20%-30% along with the braking intensity, the CDC shock absorber electromagnetic valve opening degree is adjusted, and the damping force is linearly increased by 20%-40% along with the braking intensity. The CDC shock absorber suppresses the initial stage pitch, and the air spring provides continuous support.

[0056] In the case that the vehicle vibration state is a severe pitch state, the vehicle suspension is controlled to increase the spring stiffness and the damping force by a second proportion in sub-step S2053, and the second proportion is greater than the first proportion. In the case that the vehicle vibration state is a severe pitch state, the vehicle suspension is controlled to increase the spring stiffness and damping force in a second proportion, the second proportion is greater than the first proportion, the MCU adjusts the actuator according to the second proportion, the air pump is used to inflate the air spring mechanism, so that the air spring stiffness is instantaneously increased by 40%-60%; the CDC shock absorber electromagnetic valve opening is adjusted, so that the damping force is instantaneously increased by 50%-70%. The CDC damping is instantaneously locked, and the air spring continuously supports, so as to reduce the pitch amplitude.

[0057] Based on the vehicle mass, the braking deceleration and the height of the center of mass, the formula: (8) Where m is the vehicle mass; a is the braking deceleration; H is the height of the center of mass, the pitch moment generated during braking is calculated, the braking intensity air spring coefficient and the braking intensity shock absorbing coefficient are defined as the calibration quantity, which is determined during the calibration and adjustment of the real vehicle pitch module, when the longitudinal acceleration is 6 m / s², the equivalent braking intensity is 0.6, the braking intensity air spring coefficient is taken as 1.5, and the braking intensity shock absorbing coefficient is taken as 1.5. During braking, the pitch moment generated by the vehicle due to inertia is calculated.

[0058] The body pitch angle θ is calculated by the ratio of the front and rear suspension deformation difference and the wheelbase, using the formula: (9) Wherein, is the front suspension compression amount; is the rear suspension compression amount; L is the wheelbase.

[0059] (10) Wherein, is the suspension compression amount; F is the suspension force; is the spring stiffness, the suspension compression amount can be read by the air spring displacement sensor.

[0060] Sub-step S2054, in the case that the vehicle vibration state is a low-frequency residual vibration state, the vehicle suspension is controlled to increase the spring stiffness; In the case that the vehicle vibration state is a low-frequency residual vibration state, the vehicle suspension is controlled to increase the spring stiffness, the MCU mainly increases the air spring stiffness, according to the principle of energy conservation: (11) Wherein, E is the vibration energy; is the spring stiffness; A is the amplitude, in the case that the vibration energy E is fixed, increasing the spring stiffness can reduce the amplitude A, by increasing the air spring pressure, the spring stiffness is quickly increased, and the vibration convergence speed is accelerated.

[0061] Sub-step S2055, in the case of the vehicle vibration state being a resonance state, the vehicle suspension is controlled to increase the damping force; In the case of the vehicle vibration state being a resonance state, the vehicle suspension is controlled to increase the damping force, the MCU mainly increases the damping force of the CDC shock absorber, and the resonance amplitude formula is: (12) Wherein A is the amplitude; A0 is the initial amplitude; is the damping ratio, indicating that the greater the damping ratio ζ, the more significant the resonance amplitude attenuation, the damping force of the shock absorber is greatly increased, and the resonance phenomenon is effectively inhibited.

[0062] Sub-step S2056, in the case of the vehicle vibration state being a high-frequency resonance state, the vehicle suspension is controlled to increase the spring stiffness and the damping force.

[0063] In the case of the vehicle vibration state being a high-frequency resonance state, the vehicle suspension is controlled to increase the spring stiffness and the damping force, the MCU simultaneously increases the spring stiffness and the damping force, and ensures that the natural frequency on the spring is maintained in the comfortable range of 1.0 Hz-1.3 Hz while the residual amplitude is attenuated.

[0064] In the case of the vehicle vibration state being a slight pitch state, the vehicle suspension is controlled to maintain the spring stiffness and the damping force of the shock absorber unchanged, the suspension state is kept unchanged in the slight pitch state, unnecessary energy consumption is avoided; in the case of the vehicle vibration state being a moderate pitch state, the vehicle suspension is controlled to increase the spring stiffness and the damping force by a first proportion, the spring stiffness and the damping force are linearly increased to the first proportion in the moderate pitch state, the pitch amplitude is effectively inhibited while the comfort is ensured; in the case of the vehicle vibration state being a severe pitch state, the vehicle suspension is controlled to increase the spring stiffness and the damping force by a second proportion; and the second proportion is greater than the first proportion, the spring stiffness and the damping force are greatly increased to the second proportion in the severe pitch state, the shock absorber is instantaneously locked and the air spring mechanism is continuously supported, the pitch amplitude during emergency braking is reduced, and the discomfort phenomenon such as passenger car sickness and vomiting is prevented; in the case of the vehicle vibration state being a low-frequency residual vibration state, the vehicle suspension is controlled to increase the spring stiffness, the spring stiffness is mainly increased for the low-frequency residual vibration state, and the energy conservation principle is used to accelerate vibration convergence; in the case of the vehicle vibration state being a resonance state, the vehicle suspension is controlled to increase the damping force, the damping force is greatly increased for the resonance state, and the resonance amplitude is effectively inhibited; in the case of the vehicle vibration state being a high-frequency resonance state, the vehicle suspension is controlled to increase the spring stiffness and the damping force, the spring stiffness and the damping force are jointly controlled for the high-frequency resonance state, the body vibration frequency is maintained in the human comfortable range of 1.0-1.3 Hz while the residual vibration is attenuated.

[0065] Figure 8The vehicle pitch and residual vibration control main flowchart of the application is shown, vehicle state information is collected by multiple source sensors such as height sensors, pedal sensors, acceleration sensors / IMUs, steering wheel speed and angle sensors, MCU fuses multiple vehicle state information, confirms the current vehicle running state; according to the current vehicle running state, the pitch control module and the residual vibration control module are selected; the pitch control module determines the vehicle pitch state according to the braking intensity during braking, adjusts the air spring mechanism and the CDC shock absorber according to the vehicle pitch state to suppress the body pitch; the residual vibration control module determines the vehicle residual vibration state according to the vibration frequency data after braking stops, adjusts the damping force and the spring stiffness according to the vehicle residual vibration state to attenuate the vibration.

[0066] In the case that the vehicle is in the braking working condition, the braking deceleration and the suspension state data are acquired; the braking intensity is determined according to the braking deceleration; the vibration frequency data is determined according to the suspension state data; the vehicle vibration state is determined in combination with the braking intensity and the vibration frequency data; the vehicle suspension is controlled based on the vehicle vibration state, the braking deceleration and the suspension state data are acquired by sensors, the braking intensity is divided according to the braking deceleration, and the vehicle pitch state is determined. The residual vibration state is determined according to the suspension state data. Thus, the vehicle suspension is controlled differently. In the braking process, the spring stiffness and the damping force are adjusted according to the braking intensity, the body pitch is effectively suppressed, after the braking stops, the spring stiffness and the damping force are adjusted according to the vibration frequency data of the residual vibration, the reciprocating residual vibration of the body is quickly attenuated, and the ride comfort of the vehicle in the whole braking working condition is improved.

[0067] It should be noted that for the method embodiments, in order to simply describe, they are all described as a series of action combinations, but those skilled in the art should know that the embodiments of the application are not limited to the action order described, because according to the embodiments of the application, certain steps can be performed in other order or simultaneously. Secondly, those skilled in the art should know that the embodiments described in the specification all belong to preferred embodiments, and the actions involved are not necessarily necessary for the embodiments of the application.

[0068] Figure 9 The structural block diagram of an embodiment of a vehicle suspension control device of the application is shown, which can specifically include the following modules: The acquisition module 901 is configured to acquire braking deceleration and suspension state data when the vehicle is in a braking working condition; The first determination module 902 is configured to determine braking intensity according to the braking deceleration; The second determination module 903 is configured to determine vibration frequency data according to the suspension state data; The third determination module 904 is configured to determine vehicle vibration state in combination with the braking intensity and the vibration frequency data; The control module 905 is configured to control the vehicle suspension based on the vibration state of the vehicle.

[0069] In an optional embodiment of the present application, the first determining module 902 comprises: A first determining sub-module is configured to determine the brake intensity as a first intensity when the brake deceleration is not greater than a first deceleration threshold; A second determining sub-module is configured to determine the brake intensity as a second intensity when the brake deceleration is greater than the first deceleration threshold and not greater than a second deceleration threshold; A third determining sub-module is configured to determine the brake intensity as a second intensity when the brake deceleration is greater than the first deceleration threshold and not greater than a second deceleration threshold.

[0070] In an optional embodiment of the present application, the suspension state data comprises sprung mass acceleration, unsprung mass acceleration, suspension displacement, sprung mass, unsprung mass and tire stiffness, and the second determining module 903 comprises: A first converting sub-module is configured to convert the sprung mass acceleration, the unsprung mass acceleration and the suspension displacement into spring stiffness based on a preset two-degree-of-freedom vibration model of the vehicle; A fourth determining sub-module is configured to determine vibration frequency data according to the spring stiffness, the sprung mass, the unsprung mass and the tire stiffness.

[0071] In an optional embodiment of the present application, the vibration frequency data comprises sprung natural frequency and unsprung natural frequency, and the first converting sub-module comprises: A fifth determining sub-module is configured to determine a first quotient value according to the spring stiffness and the sprung mass; A first converting unit is configured to convert the first quotient value into the sprung natural frequency; A sixth determining sub-module is configured to determine a first sum value according to the spring stiffness and the tire stiffness; A seventh determining sub-module is configured to determine a second quotient value according to the first sum value and the unsprung mass; A second converting unit is configured to convert the second quotient value into the unsprung natural frequency.

[0072] In an optional embodiment of the present application, the vibration frequency data further comprises real-time vibration frequency, and the second determining module 903 further comprises: A first identifying sub-module is configured to perform time-domain analysis on the suspension displacement to identify adjacent same-direction extreme points; A first calculating sub-module is configured to obtain a vibration period according to the adjacent same-direction extreme points; a second calculating sub-module, configured to obtain the real-time vibration frequency according to the vibration period.

[0073] In an optional embodiment of the present application, the third determining module 904 comprises: a first determining unit, configured to determine that the vehicle vibration state is a slight pitch state when the braking intensity is a first intensity; a second determining unit, configured to determine that the vehicle vibration state is a moderate pitch state when the braking intensity is a second intensity; a third determining unit, configured to determine that the vehicle vibration state is a severe pitch state when the braking intensity is a third intensity; a fourth determining unit, configured to determine that the vehicle vibration state is a low-frequency residual vibration state when the real-time vibration frequency is less than a first frequency threshold; a fifth determining unit, configured to determine that the vehicle vibration state is a resonance state when the absolute value of the difference between the natural frequency on the spring and the natural frequency under the spring is not greater than a second frequency threshold; a sixth determining unit, configured to determine that the vehicle vibration state is a high-frequency resonance state when the real-time vibration frequency is not less than a third frequency threshold.

[0074] In an optional embodiment of the present application, the control module 905 comprises: a first control sub-module, configured to control the vehicle suspension to maintain the spring stiffness and the damping force of the shock absorber unchanged when the vehicle vibration state is a slight pitch state; a second control sub-module, configured to control the vehicle suspension to increase the spring stiffness and the damping force by a first proportion when the vehicle vibration state is a moderate pitch state; a third control sub-module, configured to control the vehicle suspension to increase the spring stiffness and the damping force by a second proportion when the vehicle vibration state is a severe pitch state, and the second proportion is greater than the first proportion; a fourth control sub-module, configured to control the vehicle suspension to increase the spring stiffness when the vehicle vibration state is a low-frequency residual vibration state; a fifth control sub-module, configured to control the vehicle suspension to increase the damping force when the vehicle vibration state is a resonance state; a sixth control sub-module, configured to control the vehicle suspension to increase the spring stiffness and the damping force when the vehicle vibration state is a high-frequency resonance state.

[0075] Figure 10 A structural block diagram of a vehicle is shown, and the present application further provides a vehicle, comprising: The processor 1001 and the storage medium 1002 store a computer program executable by the processor 1001, and the processor 1001 executes the computer program to implement the vehicle suspension control method according to any one of the embodiments of the present application when the vehicle is running.

[0076] The storage medium can include a random access memory (RAM) and can also include a non-volatile memory such as at least one disk memory. Optionally, the storage medium can also be at least one storage device located away from the aforementioned processor.

[0077] The processor described above can be a general processor including a central processing unit (CPU), a network processor (NP), etc., and can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component.

[0078] Referring to Figure 11 , a structure block diagram of a storage medium provided by an embodiment of the present application is shown, and the embodiment of the present application further provides a computer readable storage medium 1101, which stores a computer program, and the computer program is run by a processor to execute the vehicle suspension control method according to any one of the embodiments of the present application.

[0079] Each of the embodiments in the specification is described in a progressive manner, and each embodiment focuses on the difference from other embodiments, and the same and similar parts between the embodiments can be referred to each other.

[0080] Those skilled in the art should understand that the embodiments of the embodiments of the present application can be provided as a method, an apparatus or a computer program product. Therefore, the embodiments of the present application can be in the form of a complete hardware embodiment, a complete software embodiment or an embodiment combining software and hardware aspects. Moreover, the embodiments of the present application can be in the form of a computer program product implemented on one or more computer usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer usable program code.

[0081] The embodiments of the present application are described with reference to the flowchart and / or block diagram of the method, the terminal device (system) and the computer program product according to the embodiments of the present application. It is understood that each block of the flowchart and / or block diagram, and combinations of blocks in the flowchart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal devices to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal devices, create means for implementing the functions specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks.

[0082] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal devices to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the function specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks.

[0083] These computer program instructions can also be loaded into a computer or other programmable data processing terminal devices, such that a series of operational steps are performed on the computer or other programmable terminal devices to create a computer implemented process so that the instructions executed on the computer or other programmable terminal devices provide steps for implementing the functions specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more functions specified in the flowchart and / or block diagram block or blocks.

[0084] Although the preferred embodiments of the present application have been described, those skilled in the art will be able to make additional modifications and variations to these embodiments without departing from the scope of the present application. Accordingly, it is intended to be included within the scope of the present application that all such modifications and variations are within the scope of the present application.

[0085] Finally, it is to be understood that the phraseology or terminology such as "first" and "second" etc. used herein is merely intended to differentiate one entity or operation from another entity or operation, without necessarily requiring or implying any actual such relationship or order between such entities or operations. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0086] The vehicle suspension control method, the vehicle suspension control device, the vehicle and the computer readable storage medium provided by the present application are described in detail above, the principles and implementation manners of the present application are described by applying specific examples in the present article, the above example is only used to help understand the method and the core idea of the present application; meanwhile, for the general skilled in the art, according to the idea of the present application, the specific implementation manner and the application range will be changed, and the above description should not be understood as the limitation of the present application.

Claims

1. A vehicle suspension control method, characterized in that, include: When the vehicle is under braking conditions, acquire braking deceleration and suspension status data; The braking intensity is determined based on the braking deceleration. Vibration frequency data is determined based on the suspension status data; The vehicle vibration state is determined by combining the braking intensity and the vibration frequency data; Control the vehicle suspension based on the vehicle vibration state.

2. The method according to claim 1, characterized in that, The step of determining the braking intensity based on the braking deceleration includes: If the braking deceleration is not greater than a first deceleration threshold, the braking intensity is determined to be a first intensity. If the braking deceleration is greater than the first deceleration threshold but not greater than the second deceleration threshold, the braking intensity is determined to be the second intensity. If the braking deceleration is greater than the second deceleration threshold, the braking intensity is determined to be the third intensity. Wherein, the first deceleration threshold is less than the second deceleration threshold.

3. The method according to claim 2, characterized in that, The suspension condition data includes sprung mass acceleration, unsprung mass acceleration, suspension displacement, sprung mass, unsprung mass, and tire stiffness. The step of determining vibration frequency data based on the suspension condition data includes: Based on a preset two-degree-of-freedom vibration model of a vehicle, the sprung mass acceleration, the unsprung mass acceleration, and the suspension displacement are converted into spring stiffness. The vibration frequency data are determined based on the spring stiffness, the sprung mass, the unsprung mass, and the tire stiffness.

4. The method according to claim 3, characterized in that, The vibration frequency data includes the sprung natural frequency and the unsprung natural frequency; the step of determining the vibration frequency data based on the spring stiffness, the sprung mass, the unsprung mass, and the tire stiffness includes: The first quotient is determined based on the spring stiffness and the sprung mass. Convert the first quotient into the spring's natural frequency; The first sum value is determined based on the spring stiffness and the tire stiffness; The second quotient is determined based on the first sum and the unsprung mass; The second quotient is converted into the unsprung natural frequency.

5. The method according to claim 4, characterized in that, The vibration frequency data also includes real-time vibration frequency, and the step of determining the vibration frequency data based on the suspension state data includes: Time-domain analysis was performed on the suspension displacement to identify adjacent extreme points in the same direction; The vibration period is obtained based on the adjacent extreme points in the same direction; The real-time vibration frequency is obtained based on the vibration period.

6. The method according to claim 5, characterized in that, The step of determining the vehicle vibration state by combining the braking intensity and the vibration frequency data includes: When the braking intensity is the first intensity, the vehicle vibration state is determined to be a slight pitch state; When the braking intensity is the second intensity, the vehicle vibration state is determined to be a moderate pitch state; When the braking intensity is the third intensity, the vehicle vibration state is determined to be a severe pitching state; If the real-time vibration frequency is less than the first frequency threshold, the vehicle vibration state is determined to be a low-frequency residual vibration state. If the absolute value of the difference between the sprung natural frequency and the unsprung natural frequency is not greater than the second frequency threshold, the vehicle vibration state is determined to be a resonance state. If the real-time vibration frequency is not less than the third frequency threshold, the vehicle vibration state is determined to be a high-frequency resonance state. Wherein, the first frequency threshold is less than the second frequency threshold; and the second frequency threshold is less than the third frequency threshold.

7. The method according to claim 6, characterized in that, The steps for controlling the vehicle suspension based on the vehicle vibration state include: When the vehicle vibration state is a slight pitch state, the vehicle suspension is controlled to maintain the spring stiffness and the damping force of the shock absorber unchanged; When the vehicle vibration state is a moderate pitch state, the vehicle suspension is controlled to increase the spring stiffness and the damping force by a first ratio. When the vehicle vibration state is a severe pitch state, the vehicle suspension is controlled to increase the spring stiffness and the damping force by a second ratio; and the second ratio is greater than the first ratio. When the vehicle vibration state is a low-frequency residual vibration state, the vehicle suspension is controlled to increase the spring stiffness; When the vehicle vibration state is in a resonant state, control the vehicle suspension to increase the damping force; When the vehicle vibration state is in a high-frequency resonance state, the vehicle suspension is controlled to increase the spring stiffness and the damping force.

8. A vehicle suspension control device, characterized in that, include: The acquisition module is used to acquire braking deceleration and suspension status data when the vehicle is under braking conditions. The first determining module is used to determine the braking intensity based on the braking deceleration; The second determining module is used to determine vibration frequency data based on the suspension state data; The third determining module is used to determine the vehicle vibration state by combining the braking intensity and the vibration frequency data; A control module is used to control the vehicle suspension based on the vehicle's vibration state.

9. A vehicle, characterized in that, It includes a processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the computer program, when executed by the processor, implements the steps of the vehicle suspension control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, A computer program is stored on the computer-readable storage medium, which, when executed by a processor, implements the steps of the vehicle suspension control method as described in any one of claims 1 to 7.

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