Suspension control method, device and storage medium for flying over a slope road surface

Abstract

The application discloses a suspension control method and device for passing a flying slope road surface and a storage medium. The method comprises the following steps: obtaining vehicle state parameters, map scene information and vehicle suspension information of the vehicle; wherein the vehicle state parameters comprise a vehicle body vertical speed, and the vehicle suspension information comprises a suspension type; determining a flying slope scene that the vehicle is about to travel based on the vehicle state parameters, the map scene information and the suspension type, and activating a control module corresponding to the flying slope scene; if it is determined that the vehicle is traveling on a flying slope road surface corresponding to the flying slope scene based on the real-time obtained vehicle body vertical speed, the control module is used to control the actuators of the vehicle suspension in stages according to a motion cycle of the vehicle body vertical speed when the vehicle passes the flying slope road surface, so as to adjust the vibration of the vehicle body by using a segmented control strategy corresponding to the motion cycle; and the motion cycle comprises a plurality of stages.

Description

Technical Field

[0001] This application relates to the field of automotive control technology, and in particular to a suspension control method, device, and storage medium for driving over steep road surfaces. Background Technology

[0002] When a vehicle travels at high speed from a flat road onto an uphill slope (such as an approach to an incline) or downhill slope (such as an approach to an incline), the sudden change in road elevation causes the vehicle to bounce noticeably due to inertia. This significant body movement not only severely impacts ride comfort but can also cause the wheels to momentarily leave the ground, losing traction and endangering driving safety. Therefore, how to employ effective suspension control strategies to maintain vehicle stability when rapidly traversing such short-term elevation changes has become a pressing issue. Summary of the Invention

[0003] One of the purposes of this application is to provide a suspension control method, device, and storage medium for traversing steep road surfaces.

[0004] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows:

[0005] In a first aspect, this application provides a suspension control method for traversing a steep road surface, the method comprising:

[0006] Obtain vehicle status parameters, map scene information, and vehicle suspension information; among which, vehicle status parameters include vehicle vertical speed, and vehicle suspension information includes suspension type;

[0007] Based on vehicle status parameters, map scene information, and suspension type, determine the ramp scenario that the vehicle is about to drive in, and activate the control module corresponding to the ramp scenario.

[0008] If the vehicle is determined to be traveling on a ramp corresponding to a ramp scenario based on the real-time obtained vertical velocity of the vehicle body, the control module uses a segmented control strategy corresponding to the motion cycle of the vertical velocity of the vehicle body when passing over the ramp to control the actuators of the vehicle suspension in stages to adjust the vibration of the vehicle body; wherein, the motion cycle includes multiple stages.

[0009] Based on the aforementioned technical means, the suspension control device determines whether the vehicle is traveling on a fly-slope surface corresponding to the fly-slope scenario based on the real-time obtained vertical velocity of the vehicle body. Thus, by introducing vehicle body sensor information as a trigger condition, it ensures that the device only activates when the wheels actually encounter the bridge surface where the road elevation changes, avoiding signal and execution errors associated with using binocular cameras or lidar to measure road elevation signals and then controlling the suspension action at the control end. Furthermore, through the control module, based on the motion cycle of the vehicle's vertical velocity when traversing the fly-slope surface, a segmented control strategy corresponding to the motion cycle is adopted to control the vehicle suspension actuators in stages to adjust the vehicle body's vibration damping. In this way, the vehicle body's vertical velocity promptly senses changes in the road surface, and based on the motion cycle of the vehicle's vertical velocity on the changing road surface, a corresponding segmented control strategy is promptly adopted to control the vehicle suspension actuators in stages to adjust the vehicle body's vibration damping. It should be noted that the entire control strategy is slightly under-controlled, maintaining a certain level of road feel while also mitigating the discomfort caused by large vehicle body movements.

[0010] Secondly, this application provides a suspension control device for traversing steep road surfaces, the device comprising:

[0011] The acquisition module is used to acquire vehicle status parameters, map scene information, and vehicle suspension information; among which, vehicle status parameters include vehicle vertical speed, and vehicle suspension information includes suspension type.

[0012] The determination module is used to determine the ramp scene that the vehicle is about to drive in based on vehicle status parameters, map scene information and suspension type, and activate the control module corresponding to the ramp scene;

[0013] The control module is used to determine that the vehicle is traveling on the ramp surface corresponding to the ramp scenario based on the real-time obtained vertical velocity of the vehicle body. According to the motion cycle of the vertical velocity of the vehicle body when passing the ramp surface, the control module adopts a segmented control strategy corresponding to the motion cycle to control the actuators of the vehicle suspension in stages to adjust the vibration of the vehicle body. The motion cycle includes multiple stages.

[0014] Thirdly, this application provides a computer-readable storage medium storing one or more computer programs, which can be executed by one or more processors to implement some or all of the steps in the suspension control method for traversing a steep road surface as described in any of the first aspects.

[0015] Fourthly, this application provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement some or all of the steps in the suspension control method for traversing a steep road surface as described in any of the first aspects.

[0016] The beneficial technical effects of the embodiments of this application are as follows:

[0017] 1) High stability of scene recognition. This application embodiment triggers scene function activation by combining map scene information and vehicle motion sensors, avoiding misidentification and low accuracy caused by changes in the external environment when using binocular cameras;

[0018] 2) High accuracy of scene recognition. This application embodiment triggers scene function activation by combining map scene information and vehicle motion sensors. By introducing sensor information such as vehicle wheels as triggering conditions, it ensures that the function only works when the wheels actually encounter the bridge surface where the road surface elevation changes. This avoids signal and execution errors caused by using binocular cameras or LiDAR to measure road surface elevation signals and then controlling the suspension action at the control end.

[0019] 3) Superior control strategy, independent of road surface elevation signals. This application embodiment does not rely on road surface elevation information, but only refers to map information to improve the accuracy of scene triggering and avoid misidentification; it uses the vehicle's built-in acceleration and height sensors to promptly detect changes in the road surface and make timely adjustments to the suspension's active force and damping force. The overall control strategy is slightly under-controlled, maintaining a certain level of road feel while offsetting the discomfort caused by large vehicle movements;

[0020] 4) Wider applicability. The control strategy of this application embodiment is not only applicable to fully active hydraulic suspension, but also helps improve the vehicle body motion of vehicles equipped with semi-active suspension and variable damping shock absorbers in the case of ramps. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with this application and, together with the specification, serve to explain the technical solutions of this application.

[0022] Figure 1 A schematic flowchart illustrating an optional suspension control method for traversing a steep road surface, provided as an embodiment of this application;

[0023] Figure 2 A logical structure block diagram of an optional suspension control method for traversing a steep road surface, provided in an embodiment of this application;

[0024] Figure 3 This is a schematic diagram of an optional suspension control device for traversing a steep road surface, provided as an embodiment of this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application are further described in detail below with reference to the accompanying drawings and embodiments. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] In the following description, references to "some embodiments" refer to a subset of all possible embodiments. It is understood that "some embodiments" may be the same or different subsets of all possible embodiments and may be combined with each other without conflict. The terms "first / second / third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first / second / third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this application.

[0028] With the rapid development of the automotive industry and the continuous increase in vehicle speed, people have placed higher demands on the driving safety and ride comfort of automobiles. When a vehicle travels at a high speed from a flat road onto an uphill slope (such as an approach to an incline) or downhill slope (such as an approach to an outcry), the road surface elevation changes significantly in a short period of time, causing the vehicle body to experience a noticeable bouncing sensation due to inertia. This large-scale vehicle movement not only seriously affects driving comfort but can also cause the wheels to momentarily leave the ground and lose traction, thereby endangering driving safety. Therefore, in such scenarios, the control strategy of the vehicle's suspension system is particularly critical, directly affecting the vehicle's handling stability, ride comfort, and driving safety.

[0029] Currently, related technologies typically employ binocular cameras to acquire elevation signals from the road surface ahead. By pre-identifying road undulations, active control of the hydropneumatic suspension is implemented to achieve high-precision vehicle height adjustment, thereby improving suspension performance and ride comfort. However, this method has several limitations: there is an error between the elevation information identified by the binocular camera and the actual road surface; the pure vision solution is sensitive to lighting conditions, and its recognition effect is often unreliable in environments such as strong light, cloudy days, or nighttime; in addition, there is a time error in calculating the distance from the vehicle's current position to the target position, and the hydropneumatic springs also introduce compensation errors when performing height compensation. The superposition of these three types of errors leads to poor final control performance. Therefore, how to use an effective suspension control strategy to enable the vehicle to maintain a stable body posture when rapidly traversing road surfaces with such short-term elevation changes has become an urgent problem to be solved.

[0030] Figure 1 This application provides an embodiment of an optional suspension control method for traversing a steep road surface, illustrating its implementation process. Applied to a vehicle's motor controller or a suspension control device for traversing a steep road surface, the method may include the following steps:

[0031] Step 101: Obtain the vehicle status parameters, map scene information, and vehicle suspension information; where the vehicle status parameters include the vehicle's vertical speed, and the vehicle suspension information includes the suspension type.

[0032] In this embodiment of the application, the suspension control device can obtain in advance vehicle state parameters including the vertical speed of the vehicle body, map scene information, and vehicle suspension information including the suspension type.

[0033] In this embodiment of the application, the vehicle state parameters can be real-time change data describing the dynamic behavior and attitude of the vehicle at the current instant.

[0034] For example, in some embodiments, vehicle state parameters may include the vehicle body vertical velocity, which includes the vertical velocity of the front axle and the vertical velocity of the rear axle. The vehicle body vertical velocity can be obtained by integrating the corresponding vertical acceleration data collected by vertical acceleration sensors installed at four specific locations on the vehicle body.

[0035] For example, in some embodiments, the vehicle status parameters may further include: vehicle speed, wherein the vehicle speed may be basic vehicle information received from the Controller Area Network (CAN) bus.

[0036] For example, in some embodiments, the vehicle state parameters may include, but are not limited to, wheel vertical velocity, vehicle height, vehicle center of gravity vertical velocity, vehicle pitch velocity, and vehicle roll velocity. The vehicle center of gravity vertical velocity, vehicle pitch velocity, and vehicle roll velocity can be obtained based on the directions of the four vehicle vertical velocities. The wheel vertical velocity can be obtained by integrating the corresponding vehicle vertical acceleration data from wheel vertical acceleration sensors installed at four specific locations on the wheel. The vehicle height can be obtained by integrating the corresponding vehicle height acceleration data from vehicle height acceleration sensors installed at four specific locations on the vehicle.

[0037] In this embodiment, the map scene information can be high-precision data containing detailed road attributes and geometric features. This map scene information typically comes from high-definition maps (HD maps), providing vehicles with advanced visual perception capabilities to predict road conditions ahead. Road attributes can be semantic information describing road functions, rules, and states. This semantic information includes, but is not limited to, lane markings, traffic signs (such as speed limits and yield signs), road types (highways, municipal roads), and even the location of manhole covers and speed bumps. Geometric features can be three-dimensional mathematical models describing the spatial morphology of the road, including but not limited to slope (longitudinal slope), curvature (curves), heading, and elevation. It should be noted that uphill and downhill approach bridge sections can contain significant slope change information.

[0038] In this embodiment, before the vehicle's onboard sensors, such as cameras and radar, physically detect the road conditions ahead, the system can read the road information ahead from a high-precision map in advance, i.e., map scene information. For example, if it knows that there is a ramp leading to or from a bridge 200 meters ahead, the suspension control device can activate the control module corresponding to the ramp scene in advance and use a segmented control strategy corresponding to the ramp scene to control the vehicle suspension in stages, thereby smoothly passing through the ramp section and eliminating the bouncing sensation.

[0039] In this embodiment, vehicle suspension information can be relatively fixed parameters regarding the hardware configuration, suspension type, and characteristics of the vehicle suspension system. Vehicle suspension information may include the suspension type, which includes semi-active suspension and fully active hydraulic suspension. Of course, vehicle suspension information may also include actuator information. If the suspension type is semi-active, the actuator information may include the current information of the solenoid valve of the variable damping shock absorber. If the suspension type is fully active hydraulic suspension, the actuator information may also include the speed, power, pressure, and temperature information of the hydraulic pump, as well as the current information of the bidirectional solenoid valve.

[0040] Step 102: Based on vehicle status parameters, map scene information, and suspension type, determine the ramp scene that the vehicle is about to travel in, and activate the control module corresponding to the ramp scene.

[0041] In this embodiment of the application, after obtaining vehicle status parameters, map scene information and suspension type, the jump slope scene that the vehicle is about to drive can be further determined. Of course, the control module corresponding to the jump slope scene can also be activated.

[0042] In this embodiment, the ramp scene can be an uphill ramp scene and a downhill ramp scene. The control module includes an uphill control module corresponding to the uphill ramp scene and a downhill control module corresponding to the downhill ramp scene.

[0043] In this embodiment, the suspension control device determines the upcoming ramp scene based on vehicle state parameters, map scene information, and suspension type, and activates the corresponding control module for the ramp scene. Thus, by triggering ramp scene activation through a combination of map scene information and sensor input, the misidentification and low accuracy caused by changes in the external environment when using binocular cameras are avoided, improving the stability and accuracy of scene recognition.

[0044] Here, in order to determine the slope scenario that the vehicle is about to travel on, in some embodiments, step 102, which determines the slope scenario based on vehicle state parameters, map scene information, and suspension type, can be implemented by combining the following process.

[0045] If the suspension type is a semi-active suspension, based on the vehicle speed, position information, first distance and actuator status, if the first triggering condition is met, it is determined that the vehicle is about to enter the uphill jump scenario; wherein, the first triggering condition includes: the vehicle speed is greater than the speed threshold, the actuator status is the actuator fault-free and enableable state, the position information is that the vehicle is about to enter the approach bridge section, and the first distance is less than the distance threshold.

[0046] If the suspension type is a fully active hydraulic suspension, based on the vehicle speed, position information, first distance and actuator state satisfying the first triggering condition, and the vehicle body vertical speed satisfying the second triggering condition, it is determined that the vehicle is about to enter an uphill jump scenario; wherein, the second triggering condition includes: the vehicle body vertical speed is greater than the first vehicle body vertical speed threshold;

[0047] If the suspension type is semi-active suspension, based on vehicle speed, position information, first distance and actuator status, if the third triggering condition is met, it is determined that the vehicle is about to enter the downhill jump scenario; wherein, the third triggering condition includes: vehicle speed is greater than speed threshold, actuator status is in the actuator fault-free and enableable state, position information is that the vehicle is about to leave the approach bridge section, and the first distance is less than the distance threshold.

[0048] If the suspension type is a fully active hydraulic suspension, based on the vehicle speed, position information, first distance and actuator status satisfying the third triggering condition, and the vehicle body vertical speed satisfying the fourth triggering condition, it is determined that the vehicle is about to enter a downhill jump scenario; wherein, the fourth triggering condition includes: the vehicle body vertical speed is less than the second vehicle body vertical speed threshold.

[0049] In this embodiment of the application, the vehicle state parameters may include vehicle speed.

[0050] In this embodiment, the map scene information may include the location information between the vehicle and the approach bridge section, and the first distance between the vehicle and the target entrance of the approach bridge section. The location information can be the positional relationship between the vehicle and the approach bridge section, such as the vehicle about to enter the approach bridge section, the vehicle currently traveling on the approach bridge section, and the vehicle about to leave the approach bridge section. The target entrance can be the bridge entrance of the approach bridge section closest to the vehicle in the direction of travel; the target entrance can be an inlet or an outlet.

[0051] In this embodiment of the application, the vehicle suspension information also includes: the actuator status of the suspension. The actuator status information can be an actuator in a fault-free and enableable state, or an actuator in a fault-prone and in enableable state.

[0052] In this embodiment of the application, the speed threshold, distance threshold, first vehicle vertical speed threshold and second vehicle vertical speed threshold can be calibrated values ​​obtained by conducting multiple tests on the actual vehicle. Since the second vehicle vertical speed threshold corresponds to the downhill jump scenario, the second vehicle vertical speed threshold can be less than the first vehicle vertical speed threshold.

[0053] For example, the speed threshold can be 30 km / h, the distance threshold can be 20 meters, the first vehicle body vertical speed threshold can be 0.4 meters / second, and the second vehicle body vertical speed threshold can be 0.3 m / s.

[0054] In the first feasible method, if the suspension type is semi-active suspension, the vehicle speed is greater than the speed threshold, the actuator state is the actuator fault-free and enableable state, the position information is that the vehicle is about to enter the approach bridge section, and the first distance between the vehicle and the entrance of the approach bridge section is less than the distance threshold, it is determined that the vehicle meets the first triggering condition. Thus, it can be determined that the semi-active suspension meets the uphill condition, and then it can be determined that the vehicle equipped with semi-active suspension is about to enter the uphill jump scenario. At this time, the vehicle's bridge control module can be activated.

[0055] In the second possible implementation, if the suspension type is a fully active hydraulic suspension, the vehicle speed is greater than the speed threshold, the actuator status is in the actuator fault-free enable state, the position information is that the vehicle is about to enter the approach bridge section, and the first distance between the vehicle and the entrance of the approach bridge section is less than the distance threshold, it is determined that the vehicle meets the first trigger condition; the vehicle vertical speed is greater than the first vehicle vertical speed threshold, it is determined that the vehicle meets the second trigger condition. In this way, it can be determined that the fully active hydraulic suspension meets the uphill condition, and thus it can be determined that the vehicle equipped with the fully active hydraulic suspension is about to enter the uphill jump scenario. At this time, the vehicle's bridge control module can be activated.

[0056] In the third possible implementation method, if the suspension type is semi-active suspension, the vehicle speed is greater than the speed threshold, the actuator status is the actuator fault-free and enableable state, the position information is that the vehicle is about to leave the approach bridge section, and the first distance between the vehicle and the exit of the approach bridge section is less than the distance threshold, it is determined that the vehicle meets the third triggering condition. In this way, it can be determined that the semi-active suspension meets the condition of about to go downhill, and then it can be determined that the vehicle equipped with semi-active suspension is about to enter the downhill jump scene. At this time, the vehicle's downhill control module can be activated.

[0057] In the fourth possible implementation method, if the suspension type is a fully active hydraulic suspension, the vehicle speed is greater than the speed threshold, the actuator status is the actuator fault-free and enableable state, the position information is that the vehicle is about to leave the approach bridge section, and the first distance between the vehicle and the exit of the approach bridge section is less than the distance threshold, it is determined that the vehicle meets the third trigger condition; the vertical speed of the vehicle body is less than the second vertical speed threshold of the vehicle body, it is determined that the vehicle meets the second trigger condition. In this way, it can be determined that the fully active hydraulic suspension meets the condition of about to go downhill, and then it can be determined that the vehicle equipped with the fully active hydraulic suspension is about to enter the downhill jump scenario. At this time, the vehicle's downhill control module can be activated.

[0058] Step 103: If it is determined that the vehicle is traveling on the ramp road corresponding to the ramp scene based on the real-time obtained vertical velocity of the vehicle body, the control module uses a segmented control strategy corresponding to the motion cycle of the vertical velocity of the vehicle body when passing the ramp road to control the actuators of the vehicle suspension in stages to adjust the vibration of the vehicle body; wherein, the motion cycle includes multiple stages.

[0059] In this embodiment of the application, the suspension control device can obtain the vertical speed of the vehicle body in real time, and then determine the vehicle is driving on the slope road surface corresponding to the slope scenario based on the magnitude and direction of the vertical speed of the vehicle body.

[0060] In this embodiment of the application, when the vehicle body passes through the ramp section corresponding to the approach section of the bridge or the approach section of the bridge, the vertical velocity motion period of the vehicle body can be a low-frequency motion period, greater than about 1 Hz.

[0061] In this embodiment, the motion cycle of the vehicle's vertical velocity includes multiple stages, including but not limited to the rising stage, the falling stage, and the residual vibration stage.

[0062] In some embodiments, the motion cycle of the vehicle's vertical velocity when the vehicle passes over the fly-up road surface corresponding to the uphill fly-up scenario includes multiple stages in sequence: the rising stage, the falling stage, and the aftershock stage; the motion cycle of the vehicle's vertical velocity when the vehicle passes over the fly-up road surface corresponding to the downhill fly-up scenario includes multiple stages in sequence: the falling stage, the rising stage, and the aftershock stage.

[0063] In this embodiment, the segmented control strategy may involve controlling the vehicle suspension actuators at least two or three times in a manner that occurs when the vehicle traverses a steep road surface, thereby achieving vibration damping adjustment of the vehicle body.

[0064] In this embodiment of the application, the vertical velocity of the vehicle body includes the vertical velocity of the front axle and the vertical velocity of the rear axle.

[0065] For example, when the front axle of the vehicle experiences the excitation of an undulating road surface such as an overpass, the vertical velocity of the front axle will have a low-frequency motion cycle of first rising and then falling; when the rear axle of the vehicle experiences the excitation of an undulating road surface such as an overpass, the vertical velocity of the rear axle will have a low-frequency motion cycle of first rising and then falling. The suspension control device can use a segmented control strategy corresponding to the motion cycles of the front and rear axles to control the actuators of the vehicle suspension in stages to adjust the vibration of the vehicle body.

[0066] As another example, after the front axle of the vehicle experiences the excitation of an undulating road surface such as going down a bridge, the vertical speed of the front axle will have a low-frequency motion cycle of first decreasing and then increasing; when the rear axle of the vehicle experiences the excitation of an undulating road surface such as going up a bridge, the vertical speed of the rear axle will have a low-frequency motion cycle of first decreasing and then increasing. The suspension control device can use a segmented control strategy corresponding to the motion cycle of the vertical speed of the front axle and the vertical speed of the rear axle to control the actuators of the vehicle suspension in stages to adjust the vibration of the vehicle body.

[0067] In this embodiment, the suspension control device determines that the vehicle is traveling on a fly-slope surface corresponding to the fly-slope scenario based on the real-time obtained vertical velocity of the vehicle body. Thus, by introducing vehicle body sensor information as a trigger condition, it ensures that the device only activates when the wheels actually encounter the bridge surface where the road elevation changes, avoiding signal and execution errors associated with using binocular cameras or lidar to measure road elevation signals and then controlling the suspension action at the control end. Furthermore, through the control module, based on the motion cycle of the vehicle body's vertical velocity when traversing the fly-slope surface, a segmented control strategy corresponding to the motion cycle is adopted to control the vehicle suspension actuators in stages to adjust the vehicle body's vibration. In this way, the vehicle body's vertical velocity promptly senses changes in the road surface, and based on the motion cycle of the vehicle body's vertical velocity on the changing road surface, a corresponding segmented control strategy is promptly adopted to control the vehicle suspension actuators in stages to adjust the vehicle body's vibration. It should be noted that the entire control strategy is slightly undercontrolled, maintaining a certain level of road feel while offsetting the discomfort caused by large vehicle body movements.

[0068] In some embodiments, determining in step 103 that the vehicle is traveling on the fly slope road surface corresponding to the fly slope scenario based on the real-time obtained vertical velocity of the vehicle body can be achieved through the following steps.

[0069] If the detected vertical speed of the vehicle body is greater than the third vertical speed threshold and the vertical speed of the vehicle body is in the first direction, it is determined that the vehicle is traveling on the fly slope surface corresponding to the uphill fly slope scenario; if the detected vertical speed of the vehicle body is greater than the third vertical speed threshold and the vertical speed of the vehicle body is in the second direction, it is determined that the vehicle is traveling on the fly slope surface corresponding to the downhill fly slope scenario; wherein, the first direction and the second direction are opposite.

[0070] In this embodiment of the application, the third vehicle body vertical speed threshold can be a calibrated value obtained by conducting multiple tests on a real vehicle.

[0071] In this embodiment of the application, the first direction may be perpendicular to the vehicle's driving direction and upward, and the second direction is opposite to the first direction, that is, the second direction may be perpendicular to the vehicle's driving direction and downward.

[0072] In one possible implementation, if it is determined that the vehicle is about to enter an uphill ramp scenario, the vertical speed of the vehicle body is obtained in real time. If the vertical speed of the vehicle body is greater than a third vertical speed threshold and the vertical speed of the vehicle body is upward, it indicates that the vehicle is in the ramp-rushing stage of the uphill approach bridge section, thereby determining that the vehicle is driving on the ramp road surface corresponding to the uphill ramp scenario.

[0073] In another possible implementation, if it is determined that the vehicle is about to enter a downhill fly-up scenario, the vertical speed of the vehicle body is obtained in real time. If the vertical speed of the vehicle body is greater than the third vertical speed threshold and the vertical speed of the vehicle body is downward, it indicates that the vehicle is in the ramp-up phase of the downhill approach bridge section, thereby determining that the vehicle is driving on the fly-up road surface corresponding to the downhill fly-up scenario.

[0074] In some embodiments, if the suspension type is a fully active hydraulic suspension, in step 103, the control module uses a segmented control strategy corresponding to the motion cycle of the vehicle body's vertical speed when the vehicle passes over a steep road surface to control the actuators of the vehicle suspension in stages. This can be achieved through the following steps.

[0075] Step A1: During each stage of control, the control module calibrates the target active force required by the actuators of the fully active hydraulic suspension at that stage, based on the magnitude and direction of the vehicle's vertical velocity and the vehicle speed. The direction of the target active force is opposite to the direction of the vehicle's vertical velocity, and the vehicle state parameters also include the vehicle speed.

[0076] Step A2: Determine the on / off information of the bidirectional solenoid valve and the speed information of the hydraulic pump in the actuator based on the target active force, and send a first control command carrying the on / off information and speed information to the actuator, so as to control the bidirectional solenoid valve and the hydraulic pump according to the first control command, so that the actual active force provided by the actuator reaches the target active force.

[0077] In this embodiment of the application, under the current impact condition, in order to suppress the impact of the wheels on the vehicle body, the target active force can be determined based on the magnitude and direction of the vehicle body's vertical velocity and the vehicle speed; of course, the target active force can also be obtained based on the magnitude and direction of the vehicle body's vertical velocity, the vehicle speed, and the vehicle type.

[0078] In one feasible approach, the target active force can be determined by: establishing a pre-defined mapping relationship between the vehicle's vertical velocity, vehicle speed, and the target active force; and then, based on this mapping relationship, finding a target active force that matches the magnitude and direction of the vehicle's vertical velocity and the vehicle speed. In this way, the target active force is determined through a lookup table, improving control response speed and real-time performance.

[0079] In this embodiment, the target active force is used to lift (also known as retract) or release the wheels via an actuator to reduce vehicle body vibration. The target active force includes magnitude and direction. It should be noted that the direction of the target active force is opposite to the direction of the vehicle body's vertical velocity.

[0080] For example, if the vehicle's vertical velocity is upward, the actuators in the fully active suspension should provide a downward target active force, which can actively contract to "lift" the wheels, thereby reducing the vehicle's height change. If the vehicle's vertical velocity is downward, the actuators in the fully active suspension should provide an upward target active force, which can actively lift the vehicle to reduce the vehicle's height change.

[0081] In this embodiment of the application, the actuator of the fully active hydraulic suspension can be an actuator, also known as a hydraulic actuator. The actuator can be composed of a hydraulic chamber, a two-way solenoid valve, a high-pressure oil pipe and a hydraulic pump, and requires power to be provided by the hydraulic pump.

[0082] In this embodiment, the control module needs to convert the abstract target active force into control signals that can drive specific hardware such as a two-way solenoid valve and a hydraulic pump. The control signals include the on / off information of the two-way solenoid valve and the rotational speed information of the hydraulic pump.

[0083] The on / off information of the two-way solenoid valve is used to control the flow direction of the hydraulic oil, thereby determining whether the actuator generates upward or downward main force. The speed information of the hydraulic pump determines the flow rate and pressure of the hydraulic system, thus determining the magnitude of the main force output by the actuator.

[0084] In this embodiment, the control module of the suspension control device obtains the vehicle's vertical velocity and speed in real time during each stage of the vehicle's motion cycle. Based on a preset control algorithm, such as the Skyhook Control principle, it calculates the target active force that the actuator of the fully active hydraulic suspension needs to output. Further, the control module determines the on / off information of the bidirectional solenoid valve in the actuator based on the magnitude and direction of the target active force; it obtains a pre-established mapping relationship between the vehicle's vertical velocity, speed, and hydraulic pump speed; it finds the hydraulic pump speed information that matches the vehicle's vertical velocity and speed from this mapping relationship; and then sends a first control command carrying the above information to the actuator. The hydraulic pump in the actuator precisely adjusts its speed according to the speed information in the first control command, and the bidirectional solenoid valve in the actuator precisely adjusts the opening and direction of each valve port according to the on / off information in the first control command, thereby controlling the flow and pressure to the hydraulic cylinder. This filters road impacts, eliminates unnecessary vehicle vibrations, reduces the risk of wheel lift-off, enhances tire grip, and improves handling stability and safety.

[0085] In some embodiments, if the suspension type is a fully active hydraulic suspension or a semi-active suspension, in step 103, the control module uses a segmented control strategy corresponding to the motion cycle of the vehicle body's vertical speed when the vehicle passes over a steep road surface to control the actuators of the vehicle suspension in stages. This can be achieved through the following steps.

[0086] Step B1: During each stage of control, the control module calibrates the target damping force of the variable damping shock absorber of the vehicle suspension at that stage based on the magnitude and direction of the vehicle body vertical velocity, the vehicle speed, and the magnitude and direction of the wheel vertical velocity. The direction of the target damping force is opposite to the direction of the vehicle body vertical velocity. The vehicle state parameters also include the vehicle speed and the wheel vertical velocity.

[0087] Step B2: Determine the control current based on the target damping force and the vertical speed of the vehicle body, and send a second control command carrying the control current to the variable damping shock absorber. Control the opening and closing of the solenoid valve in the variable damping shock absorber according to the second control command, so that the solenoid valve exhibits the corresponding damping state.

[0088] In this embodiment of the application, under the current impact condition, in order to suppress the impact of the wheel on the vehicle body, the target damping force can be determined based on the magnitude and direction of the vehicle body's vertical velocity and the vehicle speed; the target damping force can also be obtained based on the magnitude and direction of the vehicle body's vertical velocity, the vehicle speed, and the vehicle type; of course, the target damping force can also be obtained based on the magnitude and direction of the vehicle body's vertical velocity, the vehicle speed, and the wheel's vertical velocity.

[0089] In one feasible approach, the target damping force can be determined by: establishing a pre-defined mapping relationship between the vehicle body vertical velocity, vehicle speed, wheel vertical velocity, and the target damping force; and then finding a target damping force that matches the magnitude and direction of the vehicle body vertical velocity, the vehicle speed, and the wheel vertical velocity based on this mapping relationship. It should be noted that this mapping relationship differs for different types of vehicles, and their behavior varies under the same excitation. However, for the same vehicle under the same operating conditions, the excited vehicle body movements—i.e., the vehicle body vertical velocity and wheel vertical velocity—are different at different vehicle speeds. A suitable damping force is then applied based on these vehicle body vertical velocities and wheel vertical velocities. In this way, the target active force is determined through a lookup table, improving control response speed and real-time performance.

[0090] In this embodiment, the target damping force can be the ideal damping force that the control module expects the variable damping shock absorber to provide, calculated under the current vehicle condition. The magnitude and direction of this force are the core output targets of the control algorithm. It should be noted that the direction of the target active force is opposite to the direction of the vehicle's vertical velocity. In this way, the kinetic energy of the vehicle body is quickly consumed, vibration is suppressed as soon as possible, and the vehicle body is restored to stability.

[0091] For example, if the vehicle's vertical velocity is upward, indicating that the vehicle is bouncing upward, the variable damping shock absorber needs to generate a downward force to suppress it. If the vehicle's vertical velocity is downward, indicating that the vehicle is sinking downward, the variable damping shock absorber needs to generate an upward force to pull it back. In this way, the kinetic energy of the vehicle is dissipated, the vibration is suppressed as quickly as possible, and the vehicle returns to stability.

[0092] In this embodiment, the control module of the suspension control device obtains the magnitude and direction of the vehicle's vertical velocity, vehicle speed, and the magnitude and direction of the wheel's vertical velocity in real time during each stage of the vehicle's motion cycle. Based on a preset control algorithm, such as the principle of Skyhook Control, it calibrates the target damping force of the variable damping shock absorber in each stage of the vehicle's suspension. Further, it calculates the difference between the vehicle's vertical velocity and the wheel's vertical velocity to obtain the damper speed of the variable damping shock absorber. A pre-established mapping relationship between the damper speed, damping force, and the current magnitude of the solenoid valve is obtained. The current magnitude matching the damper speed and damping force is found from this mapping relationship, and a second control command carrying this current is sent to the variable damping shock absorber. This second control command controls the opening and closing of the solenoid valve in the variable damping shock absorber, causing the solenoid valve to exhibit the corresponding damping state, thereby precisely generating the required damping force, reducing the impact on the vehicle body in that stage, and achieving the expected shock absorption effect.

[0093] Here, after the final stage of control of the vehicle suspension actuators, the activation control module can be exited. Specifically, in some embodiments, the activation control module exits if the vehicle center of gravity vertical velocity, vehicle pitch angular velocity, and wheel vertical velocity meet the exit conditions; wherein, the exit conditions include: the duration for which the vehicle center of gravity vertical velocity is less than a vehicle center of gravity vertical velocity threshold is greater than a first duration threshold, the duration for which the vehicle pitch angular velocity is less than a vehicle pitch angular velocity threshold is greater than a second duration threshold, and the duration for which the wheel vertical velocity is less than a third wheel vertical velocity threshold is greater than a third duration threshold, wherein the first duration threshold, the second duration threshold, and the third duration threshold are the same or different.

[0094] In this embodiment, the vertical velocity of the vehicle's center of gravity, pitch angular velocity, and wheel vertical velocity can be used as conditions for exiting activation. Specifically, if the vertical velocity of the vehicle's center of gravity, pitch angular velocity, and wheel vertical velocity are all less than the corresponding parameter thresholds and remain below the corresponding duration thresholds, the activation control module can be exited.

[0095] As described above, the suspension control device does not immediately shut down after executing its control function, but continuously monitors the vehicle's status. Only when it confirms that the vehicle has returned to a stable state, and this stable state has lasted for a sufficiently long time, will the system determine that the road conditions have improved and thus exit the active state. This avoids frequent activation and deactivation of the control mode, which could lead to inconsistent vehicle dynamics or even a jerky feeling, affecting the premium ride quality and saving energy.

[0096] In this embodiment, the suspension types include fully active hydraulic suspension and semi-active suspension, and the jump-slope scenarios include uphill jump-slope scenarios and downhill jump-slope scenarios. The implementation scenarios of the above embodiments will be illustrated below.

[0097] In the first feasible scenario, taking a fully active hydraulic suspension as an example, the vertical velocity motion cycle of the vehicle body when traversing an uphill ramp consists of several stages: an ascent stage, a descent stage, and a residual vibration stage. After experiencing the excitation of an undulating road surface like an uphill bridge, the vertical velocity of the front or rear axle of the vehicle body will have a low-frequency motion cycle of approximately 1Hz, which first rises and then falls. Using a control strategy based on active force (also known as active vertical force) and damping, this motion rhythm is divided into three stages.

[0098] During the ascent phase, when the vehicle's vertical speed increases and it's climbing a slope, since this type of suspension is a fully active hydraulic suspension, there are two ways to handle this situation. The first is to provide active force to lift the wheels based on a certain rotational speed of the hydraulic pump, thereby reducing the impact of the rising road surface. Specifically, the magnitude of the impact can be identified based on the vertical acceleration of the vehicle after the wheels are impacted, and an active wheel retraction strategy can be adopted to avoid road impact. The wheel retraction method is to close the upper valve (also known as the reset valve) in the two-way solenoid valve and use the hydraulic pump to provide a reverse rotational speed, thereby rapidly transporting the damper oil from the lower chamber to the upper chamber, causing the damper to contract rapidly, thus achieving active wheel retraction and avoiding impact. The second method involves controlling the solenoid valve to exhibit a softer compressive damping based on the requested current magnitude. This provides the wheels with greater travel space to dissipate the impact on the vehicle body. Specifically, the required damping force can be calculated based on the current vertical speed of the vehicle body and the vertical speed of the wheels. Under the current impact condition, to suppress the impact of the wheels on the vehicle body and reduce vehicle movement, a smaller damping force should be output. The current required is determined based on the mapping relationship between the shock absorber speed (vertical speed of the vehicle body - vertical speed of the wheels), damping force, and current, thereby reducing the impact when the front axle first enters the axle. It should be noted that the speed and current obtained by both methods are calibrated values ​​and will be adjusted according to the vehicle body attitude and suspension characteristics.

[0099] During the descent phase, the vehicle's vertical velocity decreases, triggering an upward vertical velocity and a subsequent fall. There are two approaches: First, based on a requested hydraulic pump speed, a specific force is used to actively support the vehicle and slow its descent. Second, based on a requested current magnitude, the solenoid valve is controlled to exhibit stiffer compressive damping, providing sufficient support to prevent a rapid fall. It's important to note that if the vertical velocity obtained during this descent phase exceeds the threshold indicating vehicle stability, it indicates poor control during the ascent phase. In this case, the first approach (requesting a specific speed) is needed to slow the descent. Conversely, if the vertical velocity is less than or equal to the threshold indicating stability, it indicates good control during the ascent phase. In this case, the descent will be relatively gentle, and the second damping control method can provide support. The calculation of the hydraulic pump speed and current magnitude for this phase is similar to the above and will not be repeated here or in subsequent explanations.

[0100] For the residual vibration phase, after the vehicle body undergoes a low-frequency motion cycle of rising and falling, the large movements of the vehicle body are largely handled with the intervention of control during the rising and falling phases. At this point, there may still be some small body movements or residual vibrations from wheel impacts. Active power is not suitable for handling this phase. Based on the requested current magnitude, the solenoid valves are controlled to exhibit slightly stiff compression and tension damping to reduce residual vibrations. Specifically, the maximum vertical velocities of the vehicle body and wheels over a certain period are obtained, resulting in the maximum vertical velocities of the vehicle body and wheels. Based on these maximum vertical velocities, the damping force is determined. Then, according to the mapping relationship between the damper speed (maximum vertical vehicle speed - maximum vertical wheel speed), damping force, and current, the current matching the damper speed and damping force is determined, thus obtaining the current that needs to be provided. It should be noted that the control strategy for the residual vibration phase in subsequent steps is analogous to this, and will not be repeated here.

[0101] In the second feasible scenario, taking a fully active hydraulic suspension as an example, the vertical velocity motion cycle of the vehicle body when traversing a downhill fly-up surface includes multiple stages: a descent stage, an ascent stage, and a residual vibration stage. After experiencing the excitation of an undulating road surface like an uphill bridge, the vertical velocity of the front or rear axle of the vehicle body will have a low-frequency motion cycle of approximately 1Hz, characterized by a decrease followed by an increase. Using a control strategy based on active force (also known as active vertical force) and damping, this motion rhythm is divided into three stages.

[0102] During the descent phase, as the vehicle's vertical speed decreases and the front of the car falls, since this is a fully active hydraulic suspension, there are two approaches. The first is to use a specific hydraulic pump speed to provide active force to support the vehicle and slow its descent. The second is to control the solenoid valves to exhibit stiffer compression damping based on the requested current, providing sufficient support to prevent a rapid fall.

[0103] During the ascent phase, the vehicle's vertical velocity increases, triggering a rebound. There are two approaches: First, based on a requested hydraulic pump speed, a primary force is provided to actively restrain the vehicle and suppress its upward throw. Second, based on the requested current magnitude, the solenoid valve is controlled to provide a softer stretching damping to restrain the rebounding vehicle. It's important to note that if the vertical velocity obtained during the ascent phase exceeds the threshold indicating vehicle stability, it indicates poor control during the descent phase. In this case, the first approach (requesting a specific speed) is needed to provide primary force to restrain the vehicle and suppress its upward throw. Conversely, if the vertical velocity obtained during the ascent phase is less than or equal to the threshold indicating vehicle stability, it indicates good control during the descent phase. In this case, the ascent phase's movement will be minimal, and the second damping control method can provide support.

[0104] For the residual vibration stage, after the vehicle body goes through a low-frequency motion cycle of first descending and then rising, the large movements of the vehicle body are basically handled under the control intervention during the descent and rise stages. At this time, there may still be some small vehicle body movements or residual vibrations after wheel impacts. It is not suitable to use active force to handle this. Based on the current magnitude in the request, the control solenoid valve is made to exhibit slightly stiff compression damping and tension damping to reduce the residual vibration of the vehicle body.

[0105] In the third feasible scenario, taking a semi-active hydraulic suspension as an example, the vertical velocity motion cycle of the vehicle body when traversing an uphill ramp consists of several stages: an ascent stage, a descent stage, and a residual vibration stage. After experiencing the excitation of an undulating road surface like an uphill bridge, the vertical velocity of the front or rear axle of the vehicle body will have a low-frequency motion cycle of approximately 1Hz, which first rises and then falls. Using an active damping control strategy, this motion rhythm is divided into three stages.

[0106] During the ascent phase, the vehicle's vertical speed increases. During the ramp-up phase, based on the requested current magnitude, the solenoid valve is controlled to exhibit a softer compression damping, providing the wheels with greater travel space to dissipate the impact on the vehicle body.

[0107] During the descent phase, the vehicle's vertical velocity is downward, which triggers an upward vertical velocity and a fall action. At this time, based on the requested current magnitude, the solenoid valve is controlled to exhibit a stiffer compression damping to provide sufficient support for the falling vehicle and prevent it from falling rapidly.

[0108] For the residual vibration stage, after the vehicle body goes through a low-frequency motion cycle of rising and falling, the large movements of the vehicle body are basically handled under the control intervention during the rising and falling stages. At this time, there may still be some small vehicle body movements or residual vibrations after wheel impact. At this time, based on the current magnitude in the request, the solenoid valve can be controlled to exhibit slightly stiff compression damping and tension damping to reduce the residual vibration of the vehicle body.

[0109] In the fourth feasible scenario, taking a semi-active hydraulic suspension as an example, the vertical velocity motion cycle of the vehicle body when traversing a downhill fly-up surface includes multiple stages: a descent stage, an ascent stage, and a residual vibration stage. After experiencing the excitation of an undulating road surface like an uphill bridge, the vertical velocity of the front or rear axle of the vehicle body will have a low-frequency motion cycle of approximately 1Hz, which first decreases and then increases. Using an active damping control strategy, this motion rhythm is divided into three stages.

[0110] During the descent phase, when the vehicle body moves vertically downwards and the front of the vehicle falls, the solenoid valve can be controlled to exhibit a stiffer compression damping based on the requested current magnitude. This provides sufficient support for the falling vehicle body and prevents it from falling too quickly.

[0111] During the upward phase, the vehicle body moves vertically upward, which triggers a rebound action. At this time, based on the requested current magnitude, the solenoid valve is controlled to exhibit a slightly softer stretching damping to hold back the rebounding vehicle body.

[0112] For the residual vibration stage, after the vehicle body goes through a low-frequency motion cycle of first descending and then rising, the large movements of the vehicle body are basically handled under the control intervention during the descent and rise stages. At this time, there may still be some small vehicle body movements or residual vibrations after wheel impact. At this time, based on the current magnitude in the request, the solenoid valve can be controlled to exhibit slightly stiff compression damping and tension damping to reduce the residual vibration of the vehicle body.

[0113] In this embodiment of the application, after the residual vibration stage of each feasible scenario, when it is detected that the vertical velocity of the vehicle center of gravity, the vehicle pitch angular velocity, and the wheel vertical velocity are all less than their respective thresholds (TBD), the control exits and returns to the normal control current.

[0114] The following describes the implementation process of the embodiments of this application in a feasible application scenario.

[0115] When a vehicle moves from a level road onto an ascending section, such as the approach ramp to an overpass, or from a level road onto a descending section, such as the approach ramp to an underpass, the vehicle travels at a relatively high speed over these sections where the road surface height changes rapidly. Due to inertia, the vehicle body experiences significant bouncing, which can severely impact the comfort of passengers. In severe cases, the wheels may even lift off the ground, causing a loss of traction and seriously affecting driving safety.

[0116] To improve vehicle posture and tire grip in this scenario Figure 2 An optional logical structure block diagram according to an embodiment of this application is provided, in conjunction with... Figure 2 This application describes a suspension control method for traversing a steep road surface, as provided in an embodiment.

[0117] The first step is to receive bus information such as vehicle speed, bridge-related information from map scene information, vehicle body sensor information, wheel sensor information, and converted basic information related to vehicle motion, suspension-related information, and actuator-related information through the information processing module 201.

[0118] Here, the bus information can be basic vehicle information such as gear position, vehicle speed, steering wheel angle, steering wheel speed, lateral and longitudinal acceleration, accelerator pedal opening, and brake pedal opening received by the information processing module 201 from the CAN bus.

[0119] Here, the bridge-related information can be bridge-related information that the information processing module 201 can receive from the map scene information. The bridge-related information can include the current vehicle's position information as it is about to enter the bridge, is on the bridge, or is about to exit the bridge; of course, the bridge-related information can also include the distance from the bridge entrance or the distance from the bridge exit.

[0120] Here, the information related to the vehicle body sensors can be that the information processing module 201 collects the four vertical accelerations and four vertical heights of the vehicle body through on-board sensors such as the vehicle body acceleration sensor and the vehicle body height sensor; and calculates the four vertical velocity information of the vehicle body based on the integral processing of the four vertical accelerations of the vehicle body, and obtains the vertical velocity, pitch angular velocity and roll angular velocity of the vehicle body center of gravity based on the direction of the four vertical velocities of the vehicle body.

[0121] Here, the wheel sensor-related information can be obtained by the information processing module 201 through on-board sensors such as wheel acceleration sensors to collect the vertical acceleration of the wheel; and by integrating the data from the four vertical acceleration sensors on the vehicle body to obtain the vertical velocity information of the wheel.

[0122] Here, suspension-related information can be the suspension type.

[0123] Here, actuator-related information includes the speed, power, pressure, and temperature of the hydraulic suspension pump, as well as the current information of the shock absorber solenoid valve. It should be noted that the power, pressure, and temperature information of the hydraulic suspension pump can be obtained in real time, serving as hardware protection information for the hydraulic suspension. For example, if the power, pressure, or temperature is too high, reaching the hardware's limiting threshold, the hardware can be suspended.

[0124] The second step involves the state judgment and calculation module 202 determining whether the ramp scene is currently activated based on the relevant information transmitted by the information processing module, determining which stage of the ramp process is currently in based on information such as the vertical speed of the front and rear axles of the vehicle, and matching the execution force request based on the current motion state of the vehicle suspension.

[0125] Here, for fully active hydraulic suspension, due to the intervention of active force, more accurate scenario triggering is required to avoid misidentification; otherwise, it will cause significant disturbance to the normal vehicle posture and suspension action. Therefore, for fully active suspension, a strategy of triggering the front and rear axles separately is adopted.

[0126] Bridge control module:

[0127] Trigger condition 1: Vehicle speed greater than 30 kph (calibrable);

[0128] Triggering condition 2: The hydraulic suspension actuator system is fault-free and can be enabled;

[0129] Triggering condition 3: There is bridge entrance information ahead and the distance is less than 20m (can be calibrated);

[0130] Triggering condition 4: The vertical speed of the vehicle's front or rear axle is greater than 0.4 m / s (can be calibrated);

[0131] The bridge control module is activated when all four conditions above are met.

[0132] After experiencing the excitation of undulating road surfaces such as bridges, the vertical speed of the front or rear axle of the vehicle body will have a low-frequency motion cycle of first rising and then falling, about 1Hz. The control strategy of active force and damping is divided into 3 stages according to this motion rhythm.

[0133] In Phase 1, the vehicle's vertical speed is upward, during the hill-climbing phase. There are two approaches: one is to control the solenoid valve to exhibit softer compression damping, giving the wheels more travel space to dissipate the impact on the vehicle; the other is to request a certain speed to provide active force to lift the wheels and reduce the impact of the rising road surface. Both options are calibrated and adjusted according to the vehicle's attitude and suspension characteristics.

[0134] In stage 2, the vehicle's vertical velocity is downward, which triggers an upward vertical velocity and a descent. There are two ways to handle this. One is to control the solenoid valve to provide stiffer compression damping to give the falling vehicle sufficient support and prevent it from falling too quickly. In fact, if the first stage is well controlled, the movement in the second stage will not be significant, and damping control is sufficient. If the first stage is not well controlled, the second option is to request a certain speed to provide active force to support the vehicle and slow down its descent. Both options are calibrated and adjusted according to the vehicle's attitude and suspension characteristics.

[0135] In stage 3, after the vehicle body goes through a low-frequency motion cycle of rising and falling, the large movements of the vehicle body are basically handled under the control intervention of stages 1 and 2. At this time, there may still be some small body movements or residual vibrations after wheel impact. It is not suitable to use active power to handle this. Here, it is recommended to control the solenoid valve to have slightly stiff compression and tension damping. The solenoid valve current can be calibrated.

[0136] After the damping control in stage 3 is maintained for a period of time (which can be calibrated), the upper bridge control logic exits.

[0137] Downbridge control module activated:

[0138] Trigger condition 1: Vehicle speed greater than 30 kph (calibrable);

[0139] Triggering condition 2: The hydraulic suspension actuator system is fault-free and can be enabled;

[0140] Triggering condition 3: There is bridge exit information ahead and the distance is less than 20m (can be calibrated);

[0141] Triggering condition 4: The vertical speed of the vehicle's front or rear axle is less than 0.3 m / s (can be calibrated);

[0142] The downbridge control module is activated when all four conditions above are met.

[0143] After experiencing the excitation of undulating road surfaces such as going down a bridge, the vertical speed of the front or rear axle of the vehicle body will have a low-frequency motion cycle of first decreasing and then increasing, about 1Hz. The control strategy of active force and damping is divided into 3 stages according to this motion rhythm.

[0144] In stage 1, when the vehicle body is moving vertically downwards and the front of the car is falling, there are two ways to handle this situation. One is to control the solenoid valve to provide a stiffer compression damping to give the falling vehicle body sufficient support and prevent it from falling too quickly. The second is to request a certain speed to provide active force to support the vehicle body and slow down its descent. Both options are calibrated and are adjusted according to the vehicle body posture and suspension characteristics.

[0145] In stage 2, the vehicle's vertical velocity increases, triggering a rebound action with a downward vertical velocity. There are two ways to handle this. One is to control the solenoid valve to provide stiffer tension damping to hold back the rebounding vehicle. In reality, if the first stage is well controlled, the action in the second stage will not be significant, and damping control is sufficient. If the first stage is not well controlled, the second option is to request a certain speed to provide active force to hold back the vehicle and suppress its upward throw. Both options are calibrated and adjusted according to the vehicle's attitude and suspension characteristics.

[0146] In stage 3, after the vehicle body goes through a low-frequency motion cycle of first descending and then rising, the large movements of the vehicle body are basically handled under the control intervention of stages 1 and 2. At this time, there may still be some small body movements or residual vibrations after wheel impact. It is not suitable to use active power to handle this. Here, it is recommended to control the solenoid valve to have slightly stiff compression and tension damping. The solenoid valve current can be calibrated.

[0147] After the damping control in stage 3 is maintained for a period of time (which can be calibrated), the downbridge control logic exits.

[0148] Here, for the semi-active suspension (variable damping shock absorber), since there is no active force intervention, even if a false recognition occurs, it will not cause significant disturbance to the normal vehicle body posture and suspension action. Therefore, it can be triggered according to the scenario information in the map, without the need for confirmation from vehicle body sensor information.

[0149] Trigger condition 1: Vehicle speed greater than 30 kph (calibrable);

[0150] Triggering condition 2: The variable damping shock absorber actuator system is fault-free and can be enabled;

[0151] Triggering condition 3: There is bridge entrance information ahead and the distance is less than 20m (can be calibrated);

[0152] The bridge control module is activated when all three conditions above are met.

[0153] Trigger condition 1: Vehicle speed greater than 30 kph (calibrable);

[0154] Triggering condition 2: The variable damping shock absorber actuator system is fault-free and can be enabled;

[0155] Triggering condition 3: There is bridge exit information ahead and the distance is less than 20m (can be calibrated);

[0156] The downbridge control module is activated when all three conditions above are met.

[0157] During the activation of the upper or lower bridge control module, a large current is requested from the shock absorber solenoid valve to provide greater tensile and compressive damping (current is calibrable) and control the vehicle body movement; when the vertical velocity of the vehicle body center of gravity, the vehicle body pitch angular velocity, and the wheel vertical velocity are all less than the threshold (TBD), the control is deactivated and the normal control current is restored.

[0158] Thirdly, depending on the different actuators, the status judgment and calculation module 202 will output different request signals, such as a main force request or a damping force request. When the execution module 203 receives the main force request output by the status judgment and calculation module 202, the execution module 203 completes the conversion request from the main force to the hydraulic pump speed, and completes the response execution for the main force; when the execution module 203 receives the damping force request from the status judgment and calculation module, the execution module 203 completes the conversion request from the damping force to the solenoid valve current, and completes the response execution for the damping force.

[0159] Here, for semi-active suspensions such as variable damping shock absorbers, the current request for the solenoid valve is sent to the actuator according to the control strategy; for fully active hydraulic suspensions, the speed request for the hydraulic pump to output the active force and the current request for the damper damping are sent according to the control strategy, thereby realizing the control of large vehicle body movements in the case of ramping, bringing a better driving experience and safety.

[0160] The beneficial effects of the embodiments of this application are as follows:

[0161] 1) High stability of scene recognition. This application embodiment triggers scene function activation by combining map scene information and vehicle motion sensors, avoiding misidentification and low accuracy caused by changes in the external environment when using binocular cameras;

[0162] 2) High accuracy of scene recognition. This application embodiment triggers scene function activation by combining map scene information and vehicle motion sensors. By introducing sensor information such as vehicle wheels as triggering conditions, it ensures that the function only works when the wheels actually encounter the bridge surface where the road surface elevation changes. This avoids signal and execution errors caused by using binocular cameras or LiDAR to measure road surface elevation signals and then controlling the suspension action at the control end.

[0163] 3) Superior control strategy, independent of road surface elevation signals. This application embodiment does not rely on road surface elevation information, but only refers to map information to improve the accuracy of scene triggering and avoid misidentification; it uses the vehicle's built-in acceleration and height sensors to promptly detect changes in the road surface and make timely adjustments to the suspension's active force and damping force. The overall control strategy is slightly under-controlled, maintaining a certain level of road feel while offsetting the discomfort caused by large vehicle movements;

[0164] 4) Wider applicability. The control strategy of this application embodiment is not only applicable to fully active hydraulic suspension, but also helps improve the vehicle body motion of vehicles equipped with semi-active suspension and variable damping shock absorbers in the case of ramps.

[0165] This application provides a suspension control device for traversing a steep road surface, referring to... Figure 3 As shown, Figure 3 This application provides a schematic diagram of the structure of a suspension control device for traversing a steep road surface, comprising:

[0166] The module 301 is used to obtain vehicle status parameters, map scene information, and vehicle suspension information; wherein, the vehicle status parameters include the vehicle body vertical speed, and the vehicle suspension information includes the suspension type.

[0167] The determination module 302 is used to determine the ramp scene that the vehicle is about to drive in based on vehicle status parameters, map scene information and suspension type, and activate the control module corresponding to the ramp scene;

[0168] The control module 303 is used to determine that the vehicle is traveling on the ramp road corresponding to the ramp scene based on the real-time obtained vertical velocity of the vehicle body. According to the motion cycle of the vertical velocity of the vehicle body when the vehicle passes through the ramp road, the control module 303 adopts a segmented control strategy corresponding to the motion cycle to control the actuators of the vehicle suspension in stages to adjust the vibration of the vehicle body. The motion cycle includes multiple stages.

[0169] This application provides a computer-readable storage medium storing one or more computer programs, which can be executed by one or more processors to implement some or all of the steps in the above-described method. The storage medium can be transient or non-transient.

[0170] This application provides a computer program including computer-readable code, wherein when the computer-readable code is executed in an electronic device, a processor in the electronic device performs some or all of the steps in the above-described method.

[0171] This application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium; in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0172] It should be noted that the descriptions of the various embodiments above tend to emphasize the differences between them, while their similarities or commonalities can be referred to interchangeably. The descriptions of the above embodiments of the device, storage medium, computer program, and computer program product are similar to the descriptions of the above method embodiments and have similar beneficial effects. For technical details not disclosed in the embodiments of the device, storage medium, computer program, and computer program product of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0173] It should be noted that the descriptions of the storage medium embodiments above are similar to those of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0174] The aforementioned processor can be at least one of the following: Application Specific Integrated Circuit (ASIC), Digital Signal Processor (DSP), Digital Signal Processing Device (DSPD), Programmable Logic Device (PLD), Field Programmable Gate Array (FPGA), Central Processing Unit (CPU), Controller, Microcontroller, and Microprocessor. It is understood that other electronic devices can also implement the functions of the aforementioned processor, and this application does not specifically limit the specific implementation.

[0175] The aforementioned computer storage media / memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), magnetic random access memory (FRAM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD-ROM), etc.; or it can be various terminals that include one or any combination of the above-mentioned memories, such as mobile phones, computers, tablet devices, personal digital assistants, etc.

[0176] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply a sequential order of execution; the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0177] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0178] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0179] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple convolutional network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0180] In addition, each functional unit in the various embodiments of this application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0181] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0182] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause an in-vehicle terminal (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROM, magnetic disks, or optical disks.

[0183] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A suspension control method for traversing steep road surfaces, characterized in that, The method includes: Obtain vehicle status parameters, map scene information, and vehicle suspension information; wherein, the vehicle status parameters include the vehicle body vertical velocity, and the vehicle suspension information includes the suspension type; Based on the vehicle status parameters, the map scene information, and the suspension type, the jump slope scenario that the vehicle is about to drive in is determined, and the control module corresponding to the jump slope scenario is activated. If the vehicle is determined to be traveling on the ramp surface corresponding to the ramp scenario based on the real-time obtained vertical velocity of the vehicle body, the control module, according to the motion cycle of the vertical velocity of the vehicle body when the vehicle passes the ramp surface, adopts a segmented control strategy corresponding to the motion cycle to control the actuators of the vehicle suspension in stages to adjust the vibration of the vehicle body; wherein, the motion cycle includes multiple stages, the ramp scenario includes an uphill ramp scenario and a downhill ramp scenario, the multiple stages corresponding to the uphill ramp scenario are, in order: the ascending stage, the descending stage, and the residual vibration stage; the multiple stages corresponding to the downhill ramp scenario are, in order: the descending stage, the ascending stage, and the residual vibration stage; The step of using the control module to perform phased control of the vehicle suspension actuators based on the motion cycle of the vehicle's vertical velocity when it traverses the ramp surface, employing a segmented control strategy corresponding to the motion cycle, includes: During each stage of control, the control module calibrates the target damping force of the variable damping shock absorber of the vehicle suspension in that stage based on the magnitude and direction of the vehicle body vertical velocity, the vehicle speed, and the magnitude and direction of the wheel vertical velocity; wherein, the direction of the target damping force is opposite to the direction of the vehicle body vertical velocity, and the vehicle state parameters also include the vehicle speed and the wheel vertical velocity. The difference between the vertical velocity of the vehicle body and the vertical velocity of the wheel is calculated to obtain the damper speed of the variable damping shock absorber; Obtain a pre-established mapping relationship between the damper speed, damping force, and solenoid valve current, and find the control current corresponding to the damper speed and the target damping force from the mapping relationship; A second control command carrying the control current is sent to the variable damping vibration damper to control the switching of the solenoid valve in the variable damping vibration damper according to the second control command, so that the variable damping vibration damper exhibits the corresponding damping state.

2. The method according to claim 1, characterized in that, The vehicle status parameters also include vehicle speed; the map scene information includes: the position information between the vehicle and the approach bridge section, and the first distance between the vehicle and the target opening of the approach bridge section; the vehicle suspension information also includes: the actuator status of the suspension; determining the ramp scene in which the vehicle is about to travel based on the vehicle status parameters, the map scene information, and the suspension type includes: If the suspension type is a semi-active suspension, based on the vehicle speed, the position information, the first distance, and the actuator state, if the first triggering condition is met, it is determined that the vehicle is about to enter an uphill ramp scenario; wherein, the first triggering condition includes: the vehicle speed is greater than a speed threshold, the actuator state is the actuator fault-free and enableable state, the position information is that the vehicle is about to enter the approach bridge section, and the first distance is less than a distance threshold; If the suspension type is a fully active hydraulic suspension, based on the vehicle speed, the position information, the first distance, and the actuator state satisfying the first triggering condition, and the vehicle body vertical speed satisfying the second triggering condition, it is determined that the vehicle is about to enter an uphill ramp scenario; wherein, the second triggering condition includes: the vehicle body vertical speed is greater than a first vehicle body vertical speed threshold.

3. The method according to claim 2, characterized in that, The method further includes: If the suspension type is a semi-active suspension, based on the vehicle speed, the position information, the first distance, and the actuator state, if a third triggering condition is met, it is determined that the vehicle is about to enter a downhill ramp scenario; wherein, the third triggering condition includes: the vehicle speed is greater than the speed threshold, the actuator state is the actuator fault-free and enableable state, the position information is that the vehicle is about to leave the approach bridge section, and the first distance is less than the distance threshold; If the suspension type is a fully active hydraulic suspension, based on the vehicle speed, the position information, the first distance, and the actuator state satisfying the third triggering condition, and the vehicle body vertical speed satisfying the fourth triggering condition, it is determined that the vehicle is about to enter a downhill jump scenario; wherein, the fourth triggering condition includes: the vehicle body vertical speed is less than a second vehicle body vertical speed threshold.

4. The method according to claim 1, characterized in that, The step of determining that the vehicle is traveling on the fly-slope surface corresponding to the fly-slope scenario based on the real-time obtained vertical velocity of the vehicle body includes: If the vertical speed of the vehicle body is detected to be greater than the third vertical speed threshold of the vehicle body, and the vertical speed of the vehicle body is in the first direction, it is determined that the vehicle is traveling on the slope road surface corresponding to the uphill slope scenario. If the vertical speed of the vehicle body is detected to be greater than the third vertical speed threshold of the vehicle body, and the vertical speed of the vehicle body is in the second direction, it is determined that the vehicle is traveling on the slope surface corresponding to the downhill slope scenario; wherein, the first direction is opposite to the second direction.

5. The method according to claim 1, characterized in that, The control module, based on the motion cycle of the vehicle's vertical velocity when traversing the ramp, employs a segmented control strategy corresponding to the motion cycle to control the actuators of the vehicle suspension in stages, including: If the suspension type is a fully active hydraulic suspension, during each stage of control, the control module calibrates the target active force required by the actuator of the fully active hydraulic suspension in that stage based on the magnitude and direction of the vehicle body's vertical velocity and the vehicle speed. Wherein, the direction of the target active force is opposite to the direction of the vehicle body's vertical velocity; Based on the target active force, determine the switching information of the bidirectional solenoid valve and the rotational speed information of the hydraulic pump in the actuator, and send a first control command carrying the switching information and the rotational speed information to the actuator, so as to control the bidirectional solenoid valve and the hydraulic pump according to the first control command, so that the actual active force provided by the actuator reaches the target active force.

6. The method according to any one of claims 1-5, characterized in that, The vehicle state parameters also include: vertical velocity of the vehicle's center of gravity, vehicle pitch angular velocity, and wheel vertical velocity; the method further includes: If the vertical velocity of the vehicle's center of gravity, the vehicle's pitch angular velocity, and the wheel's vertical velocity meet the exit conditions, the control module will be deactivated. The exit conditions include: the duration for which the vertical velocity of the vehicle's center of gravity is less than a threshold value is greater than a first duration threshold value; the duration for which the vehicle's pitch angular velocity is less than a threshold value is greater than a second duration threshold value; and the duration for which the vertical velocity of the wheels is less than a third threshold value is greater than a third duration threshold value. The first duration threshold value, the second duration threshold value, and the third duration threshold value may be the same or different.

7. A suspension control device for traversing a steep road surface, characterized in that, The device includes: The acquisition module is used to acquire vehicle status parameters, map scene information, and vehicle suspension information; wherein, the vehicle status parameters include the vehicle body vertical velocity, and the vehicle suspension information includes the suspension type; The determination module is used to determine the ramp scene that the vehicle is about to drive in based on the vehicle status parameters, the map scene information and the suspension type, and to activate the control module corresponding to the ramp scene; The control module is configured to, based on the real-time obtained vertical velocity of the vehicle body, determine that the vehicle is traveling on the ramp surface corresponding to the ramp scenario, and, according to the motion cycle of the vertical velocity of the vehicle body when the vehicle passes the ramp surface, employ a segmented control strategy corresponding to the motion cycle to control the actuators of the vehicle suspension in stages to adjust the vibration of the vehicle body; wherein, the motion cycle includes multiple stages, the ramp scenario includes an uphill ramp scenario and a downhill ramp scenario, the multiple stages corresponding to the uphill ramp scenario are, in order: an ascending stage, a descending stage, and a residual vibration stage; the multiple stages corresponding to the downhill ramp scenario are, in order: a descending stage, an ascending stage, and a residual vibration stage; The control module is further configured to, during each control stage, calibrate the target damping force of the variable damping shock absorber of the vehicle suspension in that stage based on the magnitude and direction of the vehicle body vertical velocity, the vehicle speed, and the magnitude and direction of the wheel vertical velocity; wherein the direction of the target damping force is opposite to the direction of the vehicle body vertical velocity, and the vehicle state parameters also include the vehicle speed and the wheel vertical velocity; calculate the difference between the vehicle body vertical velocity and the wheel vertical velocity to obtain the damper speed of the variable damping shock absorber; obtain a pre-established mapping relationship between the damper speed, damping force, and the current magnitude of the solenoid valve; find the control current corresponding to the damper speed and the target damping force from the mapping relationship; and send a second control command carrying the control current to the variable damping shock absorber to control the opening and closing of the solenoid valve in the variable damping shock absorber according to the second control command, so that the variable damping shock absorber exhibits the corresponding damping state.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores one or more computer programs, which can be executed by one or more processors to implement the suspension control method for traversing steep road surfaces as described in any one of claims 1 to 6.

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