Control method of suspension system and vehicle

Abstract

The invention provides a control method of a suspension system and a vehicle, and relates to the technical field of vehicle chassis, the control method comprises the following steps: obtaining a current roll angle and a reference roll angle of the vehicle, the current roll angle and the reference roll angle being roll angles obtained by adopting different algorithms; determining a first roll direction of the current roll angle and a second roll direction of the reference roll angle; obtaining a verification result of the current roll angle based on the first roll direction and the second roll direction; and when the verification result indicates that the verification of the current roll angle is passed, the suspension of the vehicle is controlled based on the current roll angle. According to the control method, the vehicle suspension is controlled on the basis of the current roll angle under the condition that the current roll angle passes verification, and the adjustment accuracy of the vehicle suspension can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and more specifically, to a control method for a suspension system and a vehicle within the field of vehicle chassis technology. Background Technology

[0002] With the rapid development of vehicle control technology, the demand for vehicle stability is gradually increasing. In related technologies, vehicles are typically equipped with corresponding suspension systems (e.g., active suspension systems). When the vehicle's roll angle is small, the active suspension system adjusts the suspension height to maintain stability. When a large roll angle is detected, to avoid incorrect suspension height adjustment, the motors in the suspension system are stopped to keep the suspension height constant, reducing the risk of roll. However, if there are errors in the calculation of the roll angle, it will affect the accuracy of the suspension adjustment.

[0003] Therefore, improving the accuracy of suspension adjustment is a technical problem that needs to be solved during the process of adjusting vehicle suspension. Summary of the Invention

[0004] This application provides a control method and vehicle for a suspension system. The control method verifies the current roll angle. If the current roll angle verification is successful, the vehicle suspension is controlled based on the current roll angle. This avoids adjusting the suspension height when the roll angle calculation is incorrect, thereby improving the accuracy of suspension adjustment.

[0005] Firstly, a control method for a suspension system is provided, the control method including: Obtain the vehicle's current roll angle and reference roll angle, wherein the current roll angle and the reference roll angle are roll angles obtained using different algorithms; Determine the first roll direction of the current roll angle and the second roll direction of the reference roll angle; Based on the first roll direction and the second roll direction, the verification result of the current roll angle is obtained; When the verification result indicates that the current roll angle has passed the verification, the vehicle's suspension is controlled based on the current roll angle.

[0006] In the embodiments of this application, the current roll angle is verified based on the first roll direction of the current roll angle and the second roll direction of the reference roll angle to obtain the verification result of the current roll angle; and when the roll angle verification passes, the vehicle suspension is controlled according to the current roll angle. Since the current roll angle and the reference roll angle are roll angles obtained using different algorithms, accurate judgment of the roll angle state can be achieved under complex working conditions, improving the anti-interference capability of roll angle calculation and avoiding the unreliability of the verification result due to interference from a single calculation method. Compared with the related technology that directly adjusts the vehicle suspension based on the calculated current roll angle, this application verifies the current roll angle by comparing the second roll direction of the reference roll angle with the first roll direction of the current roll angle, thereby realizing the reliability judgment of the current roll angle. When the verification passes, the vehicle suspension is controlled according to the current roll angle, ensuring that the vehicle suspension is adjusted when the reliability of the current roll angle is verified, so that the suspension adjustment function can accurately match the actual attitude requirements of the vehicle and improve the accuracy of vehicle suspension adjustment. This prevents the vehicle from adjusting the suspension based on an incorrect roll angle, which could increase the risk of rollover and thus improve vehicle stability and driving safety.

[0007] In conjunction with the first aspect, in certain implementations of the first aspect, the verification result of the current roll angle is obtained based on the first roll direction and the second roll direction, including: If the first roll direction is the same as the second roll direction, the verification result indicates that the current roll angle verification has passed. If the first roll direction is opposite to the second roll direction, the verification result indicates that the current roll angle verification has failed.

[0008] In the embodiments of this application, since the vehicle suspension adjustment logic is to adjust in the direction of decreasing roll angle, if the first roll direction and the second roll direction are the same, it indicates that the roll direction of the current roll angle is correct. Even if there is a numerical error, adjusting according to the current roll angle can still reduce the vehicle roll angle and improve vehicle stability. Therefore, when the first roll direction and the second roll direction are the same, the verification result is determined to indicate that the verification has passed, thereby enabling the vehicle to adjust the suspension in the direction of decreasing roll angle, thereby improving vehicle stability. If the first roll direction and the second roll direction are opposite, it indicates that the roll direction of the current roll angle may be incorrect. If the vehicle suspension is adjusted according to the roll angle with the incorrect direction, it may lead to increased body roll, center of gravity shift, and tire grip imbalance. Therefore, the verification result is determined to indicate that the current roll angle verification has failed, ensuring that invalid roll angle data with incorrect direction can be excluded, avoiding reverse adjustment commands caused by incorrect roll angle direction, reducing the risk of vehicle rollover, and ensuring vehicle handling stability and driving safety.

[0009] It's important to note that the logical complexity of comparing the roll angle direction is far lower than that of high-precision numerical comparison. It eliminates the need for complex error threshold calibration and numerical fitting; verification can be completed quickly simply through sign judgment. This adapts to the real-time requirements of dynamic changes in roll angle during vehicle operation, while simultaneously reducing the computational power consumption of the onboard controller, balancing verification efficiency and hardware costs. Furthermore, by verifying the consistency between the first and second roll directions, the verification result ensures accurate determination of the roll direction of the current roll angle. Even with a slight deviation between the current roll angle and the reference roll angle, the true roll direction of the vehicle can be determined. Suspension adjustments based on this verification result can precisely match the actual needs of the vehicle's posture, avoiding reverse suspension adjustments and thus improving the accuracy of suspension adjustments.

[0010] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the step of controlling the vehicle's suspension based on the current roll angle when the verification result indicates that the current roll angle verification has passed includes: When the verification result indicates that the current roll angle has passed the verification, determine whether the current roll angle is greater than the roll angle threshold. If the current roll angle is greater than the roll angle threshold, the height of the vehicle's suspension is adjusted.

[0011] In the embodiments of this application, when the current verification result indicates that the current roll angle verification has passed, if the current roll angle is greater than the roll angle threshold, the height of the vehicle's suspension is adjusted. Since a current roll angle greater than the roll angle threshold indicates a risk of vehicle roll, i.e., a need for suspension adjustment, adjusting the vehicle's suspension height when the current roll angle verification has passed and the current roll angle is greater than the roll angle threshold can accurately match the actual needs of the vehicle's posture. This ensures that when a suspension adjustment is needed, the suspension height is adjusted, avoiding frequent and unnecessary adjustments to the suspension.

[0012] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, adjusting the suspension height of the vehicle if the current roll angle is greater than the roll angle threshold includes: If the current roll angle is greater than the roll angle threshold, the first motor and the second motor in the target motor are determined. The target motor is used to adjust the suspension height of the vehicle. The first motor is the suspension motor on the side opposite to the roll direction of the vehicle, and the second motor is the suspension motor on the side with the same roll direction as the vehicle. Control the reverse drive of the first motor to lower the suspension on the side opposite to the roll direction of the vehicle; And / or, control the second motor to drive forward so as to raise the suspension on the side with the same roll direction as the vehicle.

[0013] In the embodiments of this application, when the vehicle tilts, the suspension height on the side with the same tilt direction is lower, and the suspension height on the side with the opposite tilt direction is higher. Therefore, the first motor is controlled to drive in the reverse direction to lower the suspension on the side opposite to the tilt direction; and / or, the second motor is controlled to drive in the forward direction to raise the suspension on the side with the same tilt direction. This application controls the flow direction of hydraulic oil in the hydraulic device by adjusting the driving direction of the motor, thereby changing the volume of hydraulic oil in the hydraulic cylinder. When the first motor drives in the reverse direction, the volume of hydraulic oil in the hydraulic cylinder decreases as hydraulic oil flows out, causing the piston of the hydraulic cylinder to retract and the suspension to lower; when the second motor drives in the forward direction, the volume of hydraulic oil in the hydraulic cylinder increases as hydraulic oil flows in, causing the piston of the hydraulic cylinder to extend and the suspension to rise. This ensures that the suspension on the side with the higher height can be lowered, and / or the suspension on the side with the lower height can be raised, so that the suspension heights on both sides of the vehicle tend to be consistent, thereby reducing the vehicle's roll angle and improving the vehicle's body stability.

[0014] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, adjusting the suspension height of the vehicle if the current roll angle is greater than the roll angle threshold includes: If the current roll angle is greater than the roll angle threshold, determine the first hydraulic valve and the second hydraulic valve in the vehicle's hydraulic system. The hydraulic system is used to adjust the vehicle's suspension height. The first hydraulic valve is the hydraulic valve on the side opposite to the roll direction of the vehicle, and the second hydraulic valve is the hydraulic valve on the side with the same roll direction as the vehicle. Control the first hydraulic valve to discharge hydraulic oil from the hydraulic cylinder to lower the suspension on the side opposite to the roll direction of the vehicle; And / or, control the second hydraulic valve to inject hydraulic oil into the hydraulic cylinder to raise the suspension on the side with the same roll direction as the vehicle.

[0015] In the embodiments of this application, when the vehicle tilts, the suspension height on the side with the same tilt direction is lower, and the suspension height on the side with the opposite tilt direction is higher. Therefore, the first hydraulic valve is controlled to discharge hydraulic oil to lower the suspension on the side opposite to the tilt direction; and / or, the second hydraulic valve is controlled to inject hydraulic oil to raise the suspension on the side with the same tilt direction. This application adjusts the flow direction and flow rate of hydraulic oil through the hydraulic valves of the hydraulic device, thereby changing the volume of hydraulic oil in the hydraulic cylinder. This ensures that the suspension on the side with the higher height can be lowered, and / or the suspension on the side with the lower height can be raised, so that the suspension heights on both sides of the vehicle tend to be consistent, thereby reducing the vehicle's roll angle and improving the vehicle's body stability.

[0016] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, after adjusting the height of the vehicle's suspension, the control method further includes: Determine the current roll angle after adjustment; If the adjusted current roll angle is greater than the current roll angle, control the target motor speed of the vehicle to zero or control the target motor of the vehicle to short-circuit, so as to increase the suspension damping of the vehicle.

[0017] In the embodiments of this application, the adjusted current roll angle is determined. If the adjusted current roll angle increases, it indicates that adjusting the suspension based on the current roll angle cannot reduce the roll angle and instead increases it, meaning that adjusting the suspension increases the risk of vehicle rollover. Therefore, the target motor's speed is controlled to 0 or the target motor is short-circuited to terminate the adjustment of the vehicle suspension, avoiding continuous incorrect adjustment of the suspension that could lead to vehicle rollover.

[0018] In conjunction with the first aspect and the above implementation methods, some implementation methods of the first aspect also include: When the verification result indicates that the current roll angle verification has failed, a first control command is triggered. The first control command is used to control the rotation speed of the target motor of the vehicle to zero. After the first control command is triggered, the rotational speed of the target motor is obtained; If the target motor's speed is not zero, control the target motor to short-circuit.

[0019] In the embodiments of this application, when the verification result indicates that the current roll angle verification has failed, a first control command is triggered first to control the target motor speed to 0. This ensures that the target motor is in normal working condition, achieving non-destructive braking of the target motor and avoiding additional wear on components such as the motor windings and reducer. If the first control command fails to control the target motor speed to 0, the target motor is actively short-circuited. By short-circuiting the target motor windings, a braking torque is generated, forcibly hindering rotor rotation and achieving rapid stopping. This prevents vehicle rollover caused by incorrect suspension adjustments, thereby ensuring vehicle stability and driving safety.

[0020] In combination with the first aspect and the above-described implementations, in some implementations of the first aspect, obtaining the reference roll angle of the vehicle includes: Based on the vehicle's roll rate and the time difference, the change in roll angle is determined, where the time difference is the time difference between the initial moment and the current moment. The sum of the initial roll angle at the initial moment and the change in the roll angle is determined as the first roll angle of the vehicle. The second roll angle of the vehicle is determined based on the lateral acceleration of the vehicle, the height of the vehicle's center of gravity, and the wheelbase. The minimum value between the first roll angle and the second roll angle is determined as the reference roll angle.

[0021] In the embodiments of this application, since the core objective of suspension adjustment is to suppress excessive vehicle roll, over-adjustment (e.g., determining the maximum value of the first and second roll angles as the reference roll angle) will lead to excessively high suspension stiffness or damping, sacrificing ride comfort while increasing mechanical wear on the suspension actuators. Therefore, the minimum value of the first and second roll angles is determined as the reference roll angle to ensure that the reference roll angle is a conservative value that is closer to the actual roll state of the vehicle, avoiding excessively high suspension stiffness or damping due to over-adjustment, and ensuring ride comfort while reducing mechanical wear on the suspension actuators.

[0022] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, obtaining the current roll angle of the vehicle includes: The vehicle's suspension height, target attribute parameters, and a first mapping relationship are obtained. The first mapping relationship represents the mapping relationship between the roll angle and the first parameter. The first parameter includes the suspension height and the attribute parameters, which include the distance from the vehicle's center of gravity to the front axle, the vehicle's wheelbase, and the track width. The current roll angle is determined based on the suspension height, the target attribute parameters, and the first mapping relationship.

[0023] In the embodiments of this application, the current roll angle of the vehicle is determined based on the target attribute parameters of the vehicle and a first mapping relationship. Since the first mapping relationship is a pre-established mapping relationship used to represent the mapping relationship between the roll angle and the vehicle attribute parameters, the current roll angle of the vehicle can be obtained based on the first mapping relationship and the target attribute parameters, thereby enabling the determination of whether the vehicle suspension needs adjustment based on the current roll angle. Furthermore, this application can quickly determine the roll angle of the vehicle based on the first mapping relationship and the target attribute parameters, meeting the need for timely determination of the vehicle's current roll angle and adjustment of the suspension in emergency situations.

[0024] Secondly, a control device for a suspension system is provided, the control device comprising: The acquisition module is used to acquire the current roll angle and the reference roll angle of the vehicle, wherein the current roll angle and the reference roll angle are roll angles obtained by using different algorithms; The processing module is configured to determine a first roll direction of the current roll angle and a second roll direction of the reference roll angle; obtain a verification result of the current roll angle based on the first roll direction and the second roll direction; and control the vehicle's suspension based on the current roll angle when the verification result indicates that the current roll angle has passed verification.

[0025] Thirdly, a vehicle is provided, the vehicle including a memory and a processor, the memory for storing executable program code, and the processor for calling and running the executable program code from the memory, causing the vehicle to perform the control method in the first aspect or any possible implementation of the first aspect.

[0026] Fourthly, a computer program product is provided, comprising: computer program code, which, when executed on a computer, causes the computer to perform the control method described in the first aspect or any possible implementation thereof.

[0027] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the control method described in the first aspect or any possible implementation thereof. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of a scenario provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a control method for a suspension system provided in an embodiment of this application; Figure 3 This is a schematic flowchart of another control method for a suspension system provided in an embodiment of this application; Figure 4 This is a schematic flowchart illustrating another control method for a suspension system provided in the embodiments of this application; Figure 5 This is a schematic diagram of the structure of a control device for a suspension system provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0029] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0030] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0031] When a vehicle is turning, inertia will cause it to maintain a straight-line motion, generating centrifugal force (i.e., lateral inertial force). This centrifugal force acts at the vehicle's center of gravity, which is higher than the lateral axis where the wheels are in contact with the ground. This creates a roll moment, causing the vehicle to tilt outwards during the turn. The outer suspension is compressed, while the inner suspension is stretched. The height difference between the inner and outer suspensions results in a roll angle. When driving on rough or sloping surfaces (such as ramps or potholes), the uneven force on the left and right wheels due to the height difference directly pushes the vehicle towards the lower side, causing a roll angle. Furthermore, sudden lane changes or obstacle avoidance maneuvers generate instantaneous lateral acceleration, also contributing to a roll angle. A roll angle affects the vehicle's stability.

[0032] In related technologies, to improve vehicle stability, vehicles are typically equipped with corresponding suspension systems (e.g., active suspension systems). When the vehicle's roll angle is small, the active suspension system adjusts the suspension height to maintain stability. When a large roll angle is detected, to prevent incorrect suspension height adjustment, the suspension system's motor stops working to keep the suspension height constant, reducing the risk of roll. However, if there are errors in the calculated roll angle, it will affect the accuracy of the suspension adjustment.

[0033] The following is combined with Figure 1 Further explanation is provided regarding the technical issues related to the content.

[0034] Figure 1 This is a schematic diagram of a scenario provided in an embodiment of this application.

[0035] like Figure 1 As shown in scenario 100, when the vehicle tilts to the left, the vehicle's body posture is as follows: Figure 1As shown in (a), the left suspension height of the vehicle is less than the right suspension height; when the vehicle tilts to the right, the vehicle's body posture is as follows: Figure 1 As shown in (b), the left suspension height of the vehicle is greater than the right suspension height.

[0036] For example, when the vehicle's body posture is as Figure 1 As shown in (a), the vehicle tilts to the left, and the left suspension height is less than the right suspension height. If the vehicle's roll angle is calculated incorrectly, it may be mistakenly judged as tilting to the right (e.g., ...). Figure 1 As shown in (b)), the vehicle's active suspension system controls the suspension height on the right side of the vehicle to increase and the suspension height on the left side to decrease according to an incorrect roll angle. This operation will further increase the difference in suspension height between the left and right sides of the vehicle, thereby increasing the risk of vehicle roll. If the roll angle value is calculated incorrectly, the vehicle's originally adjustable roll angle will be mistakenly judged as an unadjustable roll angle (for example, the vehicle's roll angle is adjustable between 3° and 20°, and the roll angle is reduced by adjusting the suspension height to maintain vehicle stability; when the vehicle's roll angle is greater than 20°, the suspension height is kept constant to avoid the vehicle from overturning due to incorrect suspension height adjustment). When the roll angle is judged to be unadjustable, the motor of the suspension system is controlled to stop working, which will cause the suspension motor to be actively short-circuited when the suspension system attempts to repair or adjust the suspension, affecting the suspension adjustment function of the suspension system and easily causing damage to the motor of the suspension system.

[0037] Therefore, improving the accuracy of suspension adjustment is a technical problem that needs to be solved during the process of adjusting vehicle suspension.

[0038] In view of this, this application provides a control method and vehicle for a suspension system. Through embodiments of this application, the current roll angle is verified based on the roll direction of the current roll angle and the roll direction of a reference roll angle to obtain a verification result. When the current roll angle verification passes, the vehicle suspension is controlled according to the current roll angle. By verifying the current roll angle, the reliability of the current roll angle is determined. This ensures that when the reliability of the current roll angle is verified, the vehicle suspension is controlled according to the roll angle, enabling the suspension adjustment to accurately match the actual attitude requirements of the vehicle, avoiding erroneous adjustments to the vehicle suspension, and thus improving the accuracy of vehicle suspension adjustment.

[0039] The following is combined with Figures 2 to 4 The control method of the suspension system provided in the embodiments of this application will be described in detail.

[0040] Figure 2 This is a schematic flowchart of a control method for a suspension system provided in an embodiment of this application.

[0041] For example, Figure 2 The control method 200 shown can be executed by the vehicle, or by the vehicle's suspension control system, or by the vehicle's vehicle controller, or by the vehicle's processor or chip.

[0042] like Figure 2 As shown, the control method 200 for the suspension system includes S210 to S240. The control method for the suspension system shown in S210 to S240 will be described in detail below.

[0043] S210, obtain the vehicle's current roll angle and reference roll angle.

[0044] The current roll angle and the reference roll angle are roll angles obtained using different algorithms.

[0045] For example, the vehicle's current roll angle is calculated using a dynamic method. The reference roll angle is calculated using both geometric and integral methods. The calculation methods for the current roll angle and the reference roll angle are further explained below with examples.

[0046] In one implementation, obtaining the reference roll angle of the vehicle includes: determining the change in roll angle based on the vehicle's roll angular velocity and the time difference, where the time difference is the time difference between the initial moment and the current moment; determining the first roll angle of the vehicle by summing the initial roll angle at the initial moment and the change in roll angle; determining the second roll angle of the vehicle based on the vehicle's lateral acceleration, the vehicle's center of gravity height, and the wheelbase; and determining the minimum value between the first roll angle and the second roll angle as the reference roll angle.

[0047] For example, when determining the first roll angle, the angular velocity of the roll angle is the roll angular velocity detected by the vehicle's gyroscope, which represents the rate of change of the vehicle's roll angle over time. Based on the time difference and the roll angular velocity, the change in roll angle from the initial moment to the current moment can be determined. Accumulating the change in roll angle with the initial roll angle yields the first roll angle corresponding to the integral method.

[0048] For example, the first roll angle can be calculated using the method shown in Formula 1: ; (Formula 1) in, Indicates the first roll angle. Indicates the roll rate. This represents the initial roll angle. For the current moment, This indicates the roll rate from the initial time 0 to the current time. Integrate the values, and the result is the change in the roll angle.

[0049] For example, when determining the second roll angle, since the vehicle experiences lateral acceleration, centrifugal force causes the vehicle body to tilt to one side. The roll angle is positively correlated with the center of gravity height and lateral acceleration, and negatively correlated with gravitational acceleration and wheelbase. Therefore, based on the vehicle's lateral acceleration, gravitational acceleration, center of gravity height, and wheelbase, the ratio of acceleration to geometric parameters is calculated using the arctangent function, converting it into an angle value to obtain the roll angle calculated geometrically, which is the vehicle's second roll angle.

[0050] For example, the second roll angle can be calculated using the method shown in Formula 2: ; (Formula 2) in, Indicates the second roll angle. Indicates the height of the vehicle's center of gravity. This indicates the lateral acceleration of the vehicle. Represents gravitational acceleration. This indicates the vehicle's track width. The track width can be the track width of the front wheels, the track width of the rear wheels, or the average of the front and rear track widths.

[0051] For example, after calculating the first roll angle and the second roll angle, the minimum value of the first roll angle and the second roll angle is determined as the reference roll angle.

[0052] It should be noted that the first roll angle, obtained from the roll rate, suffers from integral drift, which can lead to error accumulation over long periods of calculation and results in a delayed response under sudden changes in operating conditions. The second roll angle, obtained from lateral acceleration, is susceptible to road bumps and tire slippage, and its calculated value tends to be larger when the lateral acceleration signal is distorted. Taking the minimum of the two values ​​eliminates distorted data that overestimates the roll angle, ensuring that the reference roll angle is a conservative value that more closely reflects the actual roll state of the vehicle, thus avoiding negative impacts caused by over-adjustment.

[0053] Understandably, since the core objective of suspension adjustment is to suppress excessive body roll, using the maximum of the first and second roll angles as the reference roll angle could lead to over-adjustment of the suspension, resulting in excessively high suspension stiffness or damping. This would sacrifice ride comfort while increasing mechanical wear on the suspension actuators. Therefore, using the minimum of the first and second roll angles as the reference roll angle ensures that it is a conservative value that more closely reflects the actual body roll state of the vehicle. This avoids excessively high suspension stiffness or damping due to over-adjustment, ensuring ride comfort while reducing mechanical wear on the suspension actuators.

[0054] In one implementation, obtaining the vehicle's current roll angle includes: obtaining the vehicle's suspension height, target attribute parameters, and a first mapping relationship; and determining the current roll angle based on the suspension height, target attribute parameters, and the first mapping relationship.

[0055] The first mapping relationship represents the mapping relationship between the roll angle and the first parameter. The first parameter includes the vehicle's suspension height and the vehicle's attribute parameters, which include the distance from the vehicle's center of gravity to the front axle, the vehicle's wheelbase, and the track width.

[0056] For example, the suspension height of a vehicle refers to the suspension height at each wheel, including the suspension height at the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel. The vehicle obtains its suspension height using height sensors located at each wheel's suspension. Vehicle attribute parameters (including the distance from the center of gravity to the front axle, and the wheelbase and track width, which are inherent attributes of the vehicle) are typically stored in the vehicle control unit (e.g., the powertrain control unit).

[0057] For example, the first mapping relationship represents the mapping relationship between the roll angle and the first parameter, which includes the vehicle's suspension height and vehicle attribute parameters. For instance, the first mapping relationship can be as shown in Formula 3: (Formula 3); in, Indicates the roll angle. Represents pi (π). This indicates the suspension height corresponding to the left front wheel. This indicates the suspension height corresponding to the right front wheel. This indicates the suspension height corresponding to the left rear wheel. This indicates the suspension height corresponding to the right rear wheel. This indicates the distance from the vehicle's center of gravity to the front axle. Indicates the vehicle's wheelbase. This indicates the track width of the vehicle's front axle (front wheels). This indicates the track width of the vehicle's rear axle (rear wheels).

[0058] It should be noted that the current roll angle shown in Formula 3 is calculated using an inverse trigonometric function based on the vehicle's center of gravity position. Since the first mapping relationship is pre-established, the vehicle's current roll angle can be obtained based on this relationship and the vehicle's target attribute parameters. This allows for determination of whether the vehicle suspension needs adjustment. Furthermore, this application can quickly determine the vehicle's roll angle based on the first mapping relationship and target attribute parameters, meeting the need for timely determination of the vehicle's current roll angle and suspension adjustment in emergency situations.

[0059] S220, determine the first roll direction of the current roll angle and the second roll direction of the reference roll angle.

[0060] For example, the first roll direction of the current roll angle is determined based on the sign of the current roll angle; the second roll direction of the reference roll angle is determined based on the sign of the reference roll angle.

[0061] For example, it is pre-defined that the roll angle is positive when the vehicle tilts to the left and negative when the vehicle tilts to the right. After calculating the roll angle using the calculation method in S210, the sign of the roll angle is determined; if the roll angle value is greater than 0 (i.e., the sign of the roll angle is positive), the roll direction is determined to be to the left; if the roll angle value is less than 0 (i.e., the sign of the roll angle is negative), the roll direction is determined to be to the right; if the roll angle value is 0, the vehicle is determined to be in a level state and no roll has occurred.

[0062] It should be noted that the above is an example illustrating the positive and negative directions of the roll angle. It is also possible to set the roll angle to be positive when rolling to the right and negative when rolling to the left; this application does not limit this.

[0063] It should be understood that the sign of the roll angle only indicates the direction of the roll and does not affect the magnitude of the roll angle. For example, compared to a 5° roll angle, the value of a 5° roll angle is less than that of a -6° roll angle, i.e., |5| < |-6|.

[0064] S230, based on the first roll direction and the second roll direction, obtain the verification result of the current roll angle.

[0065] In one implementation, the verification result of the current roll angle is obtained based on the first roll direction and the second roll direction, including: if the first roll direction and the second roll direction are the same, the verification result indicates that the current roll angle verification has passed; if the first roll direction and the second roll direction are opposite, the verification result indicates that the current roll angle verification has failed.

[0066] For example, the current roll angle is verified based on whether the first roll direction and the second roll direction are the same, resulting in a verification result for the current roll angle. Since the vehicle suspension adjustment logic is to adjust in the direction that reduces the roll angle, if the first roll direction and the second roll direction are the same, it indicates that the roll direction of the current roll angle is correct. Even if there is a numerical error, adjusting according to the current roll angle can still reduce the vehicle roll angle and improve vehicle stability. Therefore, when the first roll direction and the second roll direction are the same, the verification result indicates that the verification has passed, allowing the vehicle to adjust the suspension in the direction that reduces the roll angle, thereby improving vehicle stability. If the first roll direction is opposite to the second roll direction, it indicates that the current roll angle may be incorrect. Adjusting the vehicle suspension according to the opposite roll angle may lead to increased body roll, center of gravity shift, and tire grip imbalance. Therefore, confirming that the verification result indicates that the current roll angle verification has failed ensures that invalid roll angle data with incorrect direction can be eliminated, avoiding reverse adjustment commands caused by incorrect roll angle direction, reducing the risk of vehicle rollover, and ensuring vehicle handling stability and driving safety.

[0067] It's important to note that the logical complexity of comparing the roll angle direction is far lower than that of high-precision numerical comparison. It eliminates the need for complex error threshold calibration and numerical fitting; verification can be completed quickly simply through sign judgment. This adapts to the real-time requirements of dynamic changes in roll angle during vehicle operation, while simultaneously reducing the computational power consumption of the onboard controller, balancing verification efficiency and hardware costs. Furthermore, by verifying the consistency between the first and second roll directions, the verification result ensures accurate determination of the roll direction of the current roll angle. Even with a slight deviation between the current roll angle and the reference roll angle, the true roll direction of the vehicle can be determined. Suspension adjustments based on this verification result can precisely match the actual needs of the vehicle's posture, avoiding reverse suspension adjustments and thus improving the accuracy of suspension adjustments.

[0068] For example, taking the left side as the positive direction of vehicle roll as an example, the process of determining the verification result is illustrated. When the current roll angle of the vehicle is 5° and the reference roll angle is 8°, since the current roll angle and the reference roll angle have the same sign, both indicate that the vehicle is rolling to the left (the left suspension is lower, and the right suspension is higher). When adjusting the vehicle suspension according to the current roll angle, the adjustment will be made in the direction of decreasing roll angle, that is, controlling the left suspension to rise and / or the right suspension to lower, so that the vehicle body returns to the right side to straighten. Therefore, even if there is a numerical deviation in the current roll angle (for example, the actual roll angle of the vehicle is 7°), when controlling the vehicle suspension according to the current roll angle of 5°, the vehicle roll angle can still be reduced, improving vehicle stability. Therefore, the current roll angle verification is determined to be successful.

[0069] If the current roll angle is 5° and the reference roll angle is -8°, the current roll angle indicates the vehicle is rolling to the left (left side suspension low, right side suspension high), but the reference roll angle indicates the vehicle is rolling to the right (right side suspension low, left side suspension high). Because the roll directions of the current and reference roll angles are different, the direction of the vehicle's current roll angle may be incorrect. If the suspension is adjusted according to the current roll angle in the direction of decreasing roll angle, i.e., raising the left side suspension and / or lowering the right side suspension (the actual roll direction is to the right, with the right side suspension low and the left side suspension high), this adjustment may increase the height difference between the left and right side suspensions, further increasing the roll angle and the risk of rollover. Therefore, when the first roll angle direction is opposite to the second roll angle direction, and the actual roll direction cannot be determined, the verification of the current roll angle fails, avoiding adjusting the vehicle suspension according to an incorrect roll angle.

[0070] It should be noted that the above is an example of the current roll angle and the reference roll angle, used to describe the process of verifying the current roll angle based on the first roll direction and the second roll direction. This application does not limit the specific values ​​of the current roll angle and the reference roll angle.

[0071] S240, when the verification result indicates that the current roll angle verification has passed, controls the vehicle's suspension based on the current roll angle.

[0072] For example, if the first roll direction of the current roll angle is the same as the second roll direction of the reference roll angle, the current roll angle is determined to have passed the verification. And if the current roll angle verification passes, the vehicle's suspension is controlled based on the current roll angle.

[0073] For example, a vehicle's suspension can be an electromagnetic active suspension, a hydraulic active suspension, or other types of active suspension. Electromagnetic active suspension uses a linear electromagnetic actuator or an electromagnetic hydraulic rod. Current passes through a coil to generate a magnetic field, which interacts with an iron core or magnetorheological fluid to produce a controllable electromagnetic force. If the vehicle suspension is electromagnetic active suspension, the suspension control system (i.e., the suspension control unit) adjusts the direction and magnitude of the current to achieve rapid adjustment of suspension stiffness and damping. Hydraulic active suspension uses a hydraulic pump or tank in a hydraulic system to supply high-pressure oil. Variable thrust or damping is generated under the regulation of solenoid valves or proportional valves. If the vehicle suspension is hydraulic active suspension, the suspension extends and retracts, thus raising or lowering the vehicle height, by adjusting the speed of the suspension motor and the flow direction and speed of the hydraulic oil through the hydraulic valves of the hydraulic system.

[0074] The following example illustrates the specific method of controlling the vehicle's suspension based on the current roll angle.

[0075] Specifically, when the verification result indicates that the current roll angle has passed the verification, it is determined whether the current roll angle is greater than the roll angle threshold; if the current roll angle is greater than the roll angle threshold, the height of the vehicle's suspension is adjusted.

[0076] Understandably, when the vehicle's current roll angle is greater than the roll angle threshold, it indicates that the vehicle is in a roll state and there is a need for suspension adjustment. Therefore, adjusting the vehicle's suspension height when the current roll angle has passed the verification and is greater than the roll angle threshold can accurately match the actual needs of the vehicle's posture. When there is a need for suspension adjustment, the suspension height is adjusted to avoid frequent and unnecessary adjustments to the suspension.

[0077] For example, if the roll angle threshold is 2°, and the left side is the positive direction of vehicle roll, when the detected current roll angle is 5°, it indicates that the vehicle is rolling to the left (e.g., ...). Figure 1 As shown in (a)), the height of the vehicle's suspension is adjusted by increasing the height of the left suspension or decreasing the height of the right suspension to reduce the height difference between the left and right suspensions, thereby making the suspension heights on both sides of the vehicle more consistent. When the current roll angle of the vehicle is detected to be -6°, it indicates that the vehicle is tilting to the right (as shown in (a)). Figure 1 As shown in (b) in the figure, and the current roll angle of the vehicle is greater than the roll angle threshold (i.e., |-6|>|2|), the height of the vehicle's suspension is adjusted by increasing the height of the right suspension or decreasing the height of the left suspension to reduce the height difference between the left and right suspensions of the vehicle, so that the heights of the left and right suspensions of the vehicle tend to be consistent.

[0078] It should be noted that the above is an example of the roll angle threshold and the current roll angle, used to describe the process of adjusting the vehicle's suspension height. This application does not limit the specific values ​​of the roll angle threshold and the current roll angle.

[0079] For example, if the vehicle suspension is a hydraulic active suspension, the suspension height can be adjusted by regulating the speed of the target motor or by regulating the hydraulic valve of the hydraulic device; wherein the target motor is the suspension motor in the vehicle used to adjust the suspension height; and the hydraulic device is the hydraulic device used to adjust the suspension height. The method for adjusting the suspension height is described in detail below.

[0080] In one implementation, if the current roll angle is greater than a roll angle threshold, the first motor and the second motor in the target motor are determined; the reverse drive of the first motor is controlled to lower the suspension on the side opposite to the roll direction of the vehicle; and / or, the forward drive of the second motor is controlled to raise the suspension on the side with the same roll direction as the vehicle.

[0081] For example, the first motor is a suspension motor on the side opposite to the vehicle's roll direction, and the second motor is a suspension motor on the side with the same roll direction as the vehicle. For instance, when the vehicle rolls to the left, the first motor is the suspension motor on the right side of the vehicle, and the second motor is the suspension motor on the left side; when the vehicle rolls to the right, the first motor is the suspension motor on the left side of the vehicle, and the second motor is the suspension motor on the right side.

[0082] For example, the first motor is controlled to reverse drive to lower the suspension on the side opposite to the vehicle's roll direction; and / or, the second motor is controlled to drive forward drive to raise the suspension on the side with the same roll direction as the vehicle. For instance, when the vehicle rolls to the left, the right suspension motor is controlled to reverse drive to lower the right suspension, which is equivalent to applying a downward force to the right side of the vehicle body to counteract the leftward roll tendency; and / or, the left suspension motor is controlled to drive forward drive to raise the left suspension, which is equivalent to applying an upward supporting force to the left side of the vehicle body to lift the left side of the vehicle body.

[0083] This application controls the flow of hydraulic oil within the hydraulic system by adjusting the driving direction of the motor, thereby changing the volume of hydraulic oil in the hydraulic cylinder. When the first motor drives in the reverse direction, the volume of hydraulic oil in the cylinder decreases as it flows out, causing the piston to retract and the suspension to lower. When the second motor drives in the forward direction, the volume of hydraulic oil in the cylinder increases as it flows in, causing the piston to extend and the suspension to rise. This ensures that the suspension on the side with the higher height can be lowered, and / or the suspension on the side with the lower height can be raised, making the suspension height on both sides of the vehicle more consistent, thereby reducing the vehicle's roll angle and improving vehicle stability.

[0084] In another implementation, if the current roll angle is greater than the roll angle threshold, the first hydraulic valve and the second hydraulic valve in the vehicle's hydraulic system are determined; the first hydraulic valve is controlled to discharge hydraulic oil from the hydraulic cylinder to lower the suspension on the side opposite to the roll direction of the vehicle; and / or, the second hydraulic valve is controlled to inject hydraulic oil into the hydraulic cylinder to raise the suspension on the side with the same roll direction as the vehicle.

[0085] For example, the first hydraulic valve is a hydraulic valve on the side opposite to the vehicle's roll direction, and the second hydraulic valve is a hydraulic valve on the side with the same roll direction as the vehicle. For instance, when the vehicle rolls to the left, the first hydraulic valve is the hydraulic control valve for the right suspension, and the second hydraulic valve is the hydraulic control valve for the left suspension; when the vehicle rolls to the right, the first hydraulic valve is the hydraulic control valve for the left suspension, and the second hydraulic valve is the hydraulic control valve for the right suspension.

[0086] For example, when the vehicle tilts, the suspension height on the side with the same tilt direction is lower, and the suspension height on the side with the opposite tilt direction is higher; therefore, the first hydraulic valve is controlled to open the drain passage, the hydraulic oil in the hydraulic cylinder is discharged, the pressure in the hydraulic cylinder decreases, and the suspension support force decreases, so that the suspension on the side with the opposite tilt direction is lowered; and / or, the second hydraulic valve is controlled to open the fill passage, the hydraulic pump injects hydraulic oil into the hydraulic cylinder, the pressure in the hydraulic cylinder increases, and the suspension support force increases, so that the suspension on the side with the same tilt direction is raised.

[0087] For example, when the vehicle tilts to the left, the hydraulic valve controlling the right suspension discharges hydraulic oil, causing the right suspension to lower, which is equivalent to applying a downward force to the right side of the vehicle body to counteract the tendency of the vehicle body to tilt to the left; and / or, the hydraulic valve controlling the left suspension injects hydraulic oil, causing the left suspension to rise, which is equivalent to applying an upward supporting force to the left side of the vehicle body to lift the left side of the vehicle body.

[0088] This application uses a hydraulic valve in a hydraulic system to adjust the flow direction of hydraulic oil, thereby changing the volume of hydraulic oil in the hydraulic cylinder. This ensures that the suspension on the side with the higher suspension height can be lowered, and / or the suspension on the side with the lower suspension height can be raised, so that the suspension heights on both sides of the vehicle tend to be consistent, thereby reducing the vehicle's roll angle and improving vehicle stability.

[0089] For example, if the vehicle suspension is an electromagnetic active suspension, the four wheels of the vehicle have independent electromagnetic actuator units, each electromagnetic actuator unit corresponds to one wheel suspension, and the vehicle suspension control adjusts the suspension height by adjusting the current direction of the electromagnetic coil in the electromagnetic active suspension.

[0090] In one implementation, if the current roll angle is greater than a roll angle threshold, a first electromagnetic actuator unit and a second electromagnetic actuator unit of the vehicle are determined; wherein, the first electromagnetic actuator unit is the electromagnetic actuator unit corresponding to the suspension on the side opposite to the vehicle's roll direction, and the second electromagnetic actuator unit is the electromagnetic actuator unit corresponding to the suspension on the side with the same roll direction as the vehicle. The current direction of the first electromagnetic actuator unit is controlled to be reverse current, and the magnetic field drives the piston rod to retract, thereby lowering the suspension on the side opposite to the vehicle's roll direction; and / or, the current direction of the second electromagnetic actuator unit is controlled to be forward current, and the magnetic field drives the piston rod to extend, thereby raising the suspension height on the side with the same roll direction as the vehicle.

[0091] In one implementation, after adjusting the height of the vehicle's suspension, the control method further includes: determining the adjusted current roll angle; if the adjusted current roll angle is greater than the current roll angle, controlling the speed of the vehicle's target motor to zero or controlling the vehicle's target motor to short-circuit, so as to increase the vehicle's suspension damping.

[0092] Understandably, if the adjusted current roll angle increases, it means that adjusting the suspension based on the current roll angle cannot reduce the roll angle and instead increases it. This means that adjusting the suspension increases the risk of vehicle rollover. Therefore, by controlling the target motor's speed to 0 or short-circuiting the target motor, the adjustment of the vehicle's suspension is terminated to avoid continuous incorrect adjustments to the suspension height that could lead to a rollover.

[0093] For example, the vehicle's current roll angle is 5° (the vehicle is tilting to the left), the reference roll angle is 8°, and the roll angle threshold is 2°. Since the current roll angle and the reference roll angle have the same sign (meaning the current roll angle and the first roll direction are the same as the second roll direction of the reference roll angle), and the current roll angle is greater than the roll angle threshold, the vehicle suspension is adjusted based on the current roll angle. This involves raising the left suspension and lowering the right suspension to reduce the roll angle. If, during the suspension adjustment process, the calculated current roll angle increases to 7°, it indicates a malfunction in the suspension adjustment function. The adjustment operation increases the risk of vehicle rollover. Therefore, a safety state is triggered, controlling the target motor's speed to 0 or short-circuiting the target motor to prevent continuous erroneous adjustments to the suspension height.

[0094] It should be noted that the above are examples of the current roll angle, reference roll angle, roll angle threshold, and adjusted roll angle. This application does not limit the specific values ​​of the current roll angle, reference roll angle, roll angle threshold, and adjusted roll angle.

[0095] In one possible implementation, the control method further includes: triggering a first control command when the verification result indicates that the current roll angle verification has failed; the first control command is used to control the speed of the target motor of the vehicle to zero; after triggering the first control command, acquiring the speed of the target motor; if the speed of the target motor is not zero, controlling the target motor to short-circuit.

[0096] Specifically, when the target motor is short-circuited, the target motor of the vehicle is in Active Short Circuit (ASC) mode. Active Short Circuit mode refers to the motor controller controlling the power module to actively short-circuit the windings, utilizing the interaction between the motor's back electromotive force and the winding resistance to generate a reverse braking torque, effectively increasing suspension damping. This is a rapid damping enhancement scheme for active suspension under specific operating conditions.

[0097] For example, under normal operating conditions, controlling the speed to 0 allows the suspension motor to stop working quickly and without damage. The suspension actuators (such as shock absorber adjustment rods and air spring valves) immediately lock in their current positions, preventing continuous suspension adjustments based on incorrect roll angles and thus preventing increased body roll. In fault conditions (i.e., when the target motor's speed cannot be controlled to 0), actively short-circuiting the target motor as a fallback strategy can force it to stop when it loses control, preventing excessive suspension adjustment caused by uncontrolled high-speed motor rotation, thereby eliminating serious risks such as loss of vehicle attitude control and damage to the suspension's mechanical structure.

[0098] In the embodiments of this application, when the verification result indicates that the current roll angle verification has failed, a first control command is triggered first to control the target motor speed to 0. This ensures that the target motor is in normal working condition, achieving non-destructive braking of the target motor and avoiding additional wear on components such as the motor windings and reducer. If the first control command cannot control the target motor speed to 0, the target motor is actively short-circuited. By short-circuiting the target motor windings, a braking torque is generated, forcibly hindering rotor rotation and achieving rapid stopping. This prevents vehicle rollover caused by incorrect suspension adjustments, thereby ensuring vehicle stability and driving safety. Furthermore, a dual safety protection mechanism is constructed through the hierarchical logic of the target motor's conventional braking and emergency braking, solving the failure problem of a single braking method under fault conditions. Even if the motor control system malfunctions, short-circuit braking can provide a safety backup, improving the reliability and robustness of the entire vehicle control system.

[0099] Figure 3 This is a schematic flowchart of another control method for a suspension system provided in an embodiment of this application.

[0100] For example, Figure 3 The control method 300 shown can be executed by the vehicle, or by the vehicle's suspension control system, or by the vehicle's vehicle controller, or by the vehicle's processor or chip.

[0101] like Figure 3 As shown, the control method 300 for the suspension system includes S301 to S311. The control methods for the suspension system shown in S301 to S311 will be described in detail below.

[0102] S301, obtain the vehicle's current roll angle and reference roll angle.

[0103] For example, the vehicle's current roll angle is calculated using a dynamic method. The reference roll angle is calculated using both geometric and integral methods.

[0104] For example, the current roll angle is determined based on the obtained vehicle suspension height, target attribute parameters and the first mapping relationship.

[0105] The change in roll rate is obtained by integrating the roll rate; this change is then accumulated with the initial roll angle to obtain the first roll angle corresponding to the integration method. Based on the vehicle's lateral acceleration, gravitational acceleration, center of gravity height, and track width, the second roll angle is calculated using the arctangent function; the minimum of the first and second roll angles is determined as the reference roll angle.

[0106] Alternatively, the implementation of S301 can be found in [reference needed]. Figure 2 The relevant description of S210 will not be repeated here.

[0107] S302, determine the first roll direction and the second roll direction.

[0108] For example, the first roll direction of the current roll angle is determined based on the sign of the current roll angle; the second roll direction of the reference roll angle is determined based on the sign of the reference roll angle.

[0109] Alternatively, the implementation of S302 can be found in [reference needed]. Figure 2 The relevant descriptions of the S220 are not repeated here.

[0110] S303, Are the first roll direction and the second roll direction the same? If yes, proceed to S304; if no, proceed to S305 and S306.

[0111] For example, it is determined whether the first roll direction and the second roll direction are the same; if the first roll direction and the second roll direction are the same, the verification result indicates that the current roll angle verification has passed; if the first roll direction and the second roll direction are not the same, the verification result indicates that the verification has failed.

[0112] S304 indicates that the verification result confirms that the current roll angle verification has passed.

[0113] For example, since the vehicle suspension adjustment logic is to adjust in the direction of decreasing roll angle, if the first roll direction is the same as the second roll direction, it indicates that the current roll direction is correct. Even if there is a numerical error, adjusting according to the current roll angle can still reduce the vehicle roll angle and improve vehicle stability. Therefore, when the first roll direction is the same as the second roll direction, the verification result is determined to be successful, thus enabling the vehicle to adjust the suspension in the direction of decreasing roll angle, thereby improving vehicle stability.

[0114] S305 indicates that the verification result shows the current roll angle verification failed.

[0115] For example, if the first roll direction is opposite to the second roll direction, it indicates that the roll direction of the current roll angle may be incorrect. If the vehicle suspension is adjusted according to the roll angle in the opposite direction, it may lead to increased body roll, center of gravity shift, and tire grip imbalance. Therefore, determining that the verification result indicates that the current roll angle verification has failed ensures that invalid roll angle data with incorrect direction can be eliminated, avoids reverse adjustment commands caused by incorrect roll angle direction, reduces the risk of vehicle rollover, and ensures vehicle handling stability and driving safety.

[0116] Alternatively, the implementation methods of S303 to S305 can be found in [reference needed]. Figure 2 The relevant descriptions of the S230 are not repeated here.

[0117] S306 controls the target motor speed to 0 or the target motor to be short-circuited.

[0118] For example, when the verification result indicates that the current roll angle verification has failed, the speed of the target motor is controlled to 0 or the target motor is short-circuited, so that the suspension motor stops working and the suspension actuators (such as shock absorber adjustment rods and air spring valves) are locked in the current position to avoid continuously adjusting the suspension based on the incorrect roll angle and to prevent the body roll from aggravating.

[0119] Optionally, when the verification result indicates that the current roll angle verification has failed, the first control command is triggered first to control the target motor speed to 0. If the first control command cannot control the target motor speed to 0, the target motor is actively short-circuited by short-circuiting the target motor windings. Through the hierarchical logic of the target motor's normal braking and emergency braking, a dual safety protection mechanism is constructed, solving the failure problem of a single braking method under fault conditions.

[0120] S307, Is the current roll angle greater than the roll angle threshold? If so, proceed to S308.

[0121] For example, determine whether the current roll angle is greater than the roll angle threshold; if the current roll angle is greater than the roll angle threshold, control the speed of the target motor of the vehicle, and / or control the proportional valve of the hydraulic device.

[0122] Optionally, if the current roll angle is less than or equal to the roll angle threshold, it means that the vehicle is not currently rolling or the roll amplitude is very small, and the vehicle does not have a need for suspension adjustment. Therefore, the vehicle's suspension height is kept constant.

[0123] S308, a proportional valve for controlling the target motor and / or hydraulic device of the vehicle.

[0124] For example, when the current roll angle is greater than a roll angle threshold, controlling the target motor includes: controlling the reverse drive of a first motor to lower the suspension on the side opposite to the vehicle's roll direction; and / or controlling the forward drive of a second motor to raise the suspension on the side with the same roll direction as the vehicle. Wherein, the first motor is the suspension motor on the side opposite to the vehicle's roll direction, and the second motor is the suspension motor on the side with the same roll direction as the vehicle.

[0125] For example, when the current roll angle is greater than a roll angle threshold, controlling the proportional valve of the hydraulic system includes: controlling a first hydraulic valve to discharge hydraulic oil from a hydraulic cylinder to lower the suspension on the side opposite to the vehicle's roll direction; and / or controlling a second hydraulic valve to inject hydraulic oil into the hydraulic cylinder to raise the suspension on the side with the same roll direction as the vehicle. Wherein, the first hydraulic valve is the hydraulic valve on the side opposite to the vehicle's roll direction, and the second hydraulic valve is the hydraulic valve on the side with the same roll direction as the vehicle.

[0126] S309, Determine the current roll angle after adjustment.

[0127] For example, after adjusting the current roll angle of the vehicle, the adjusted current roll angle is determined based on the adjusted suspension height, target attribute parameters and the first mapping relationship.

[0128] S310, has the current roll angle decreased after adjustment? If yes, proceed to S311; if no, proceed to S306.

[0129] For example, it is determined whether the adjusted current roll angle has decreased (i.e., whether the adjusted current roll angle is less than the current roll angle calculated in S301); if the adjusted current roll angle has decreased, the proportional valve of the target motor and / or hydraulic device is controlled until the roll angle is less than the roll angle threshold; if the adjusted current roll angle has not decreased, the speed of the target motor is controlled to 0 or the target motor is short-circuited.

[0130] S311, continue to adjust the speed of the target motor and / or the proportional valve of the hydraulic device until the roll angle is less than the roll angle threshold.

[0131] For example, if it is determined that the current roll angle after adjustment has decreased, it is determined that the control operation in S308 can reduce the roll angle of the vehicle so as to reduce the difference in suspension height between the left and right sides of the vehicle. Therefore, the proportional valve of the target motor and / or hydraulic device is controlled until the roll angle is less than the roll angle threshold. Then, it is determined that the suspension heights on the left and right sides of the vehicle tend to be consistent and the vehicle body remains stable.

[0132] Alternatively, the implementation methods of S306 to S311 can be found in [reference needed]. Figure 2 The relevant descriptions of S240 will not be repeated here.

[0133] In the embodiments of this application, the current roll angle is verified by referencing the second roll direction of the roll angle and the first roll direction of the current roll angle, thereby realizing the reliability judgment of the current roll angle. When the verification passes and the current roll angle is greater than the roll angle threshold, the vehicle suspension is controlled according to the current roll angle. This ensures that when the reliability of the current roll angle is verified and the vehicle has a suspension adjustment requirement, the vehicle suspension is controlled according to the current roll angle, so that the suspension adjustment can accurately match the actual attitude requirements of the vehicle, achieving accuracy in vehicle suspension adjustment. This avoids the vehicle adjusting the suspension based on an incorrect roll angle, which would increase the risk of vehicle rollover and thus improve vehicle stability. Furthermore, during the suspension adjustment process, if it is detected that the adjustment of the suspension based on the current roll angle cannot reduce the roll angle, the adjustment of the vehicle suspension is terminated to avoid continuous incorrect adjustment of the suspension that could lead to vehicle rollover.

[0134] In one example, the suspension system control method of this application can be executed by the vehicle's suspension control system, which includes a three-tier architecture: a functional layer, a functional safety layer, and a functional safety monitoring layer. The functional layer calculates the vehicle's current roll angle and adjusts the vehicle's suspension accordingly. The functional safety layer calculates the vehicle's reference roll angle. The functional safety monitoring layer acquires the reference roll angle calculated by the functional safety layer and the current roll angle calculated by the functional layer, verifies the current roll angle using the reference roll angle, and triggers a safety state if the current roll angle verification fails.

[0135] The following is combined with Figure 4 The control method of the suspension system executed by the suspension control system is illustrated.

[0136] Figure 4 This is a schematic flowchart illustrating another control method for a suspension system provided in the embodiments of this application.

[0137] like Figure 4 As shown, the control method 400 for the suspension system includes S401 to S410. The control methods for the suspension system shown in S401 to S410 will be described in detail below.

[0138] S401, the functional layer obtains the vehicle's target attribute parameters, suspension height, and the first mapping relationship.

[0139] The target attribute parameters of the vehicle include the distance from the vehicle's center of gravity to the front axle, the vehicle's wheelbase, and the track width.

[0140] For example, the suspension height of a vehicle is the suspension height corresponding to each wheel. The functional layer determines the suspension height of each wheel by acquiring detection data from the height sensor, which is located at the suspension of each wheel. The target attribute parameters of the vehicle (including the distance from the center of gravity to the front axle, the wheelbase and track width are inherent attribute parameters of the vehicle) are usually stored in the vehicle control unit (e.g., the power control unit). The functional layer can directly obtain the target attribute parameters of the vehicle from the storage area of ​​the vehicle control unit.

[0141] S402, the functional layer calculates the vehicle's current roll angle based on the target attribute parameters and the first mapping relationship.

[0142] For example, the functional layer calculates the current roll angle of the vehicle based on the target attribute parameters and the first mapping relationship; for example, the first mapping relationship can be the mapping relationship shown in Formula 3 in S210.

[0143] S403, the functional safety layer calculates the first roll angle and the second roll angle.

[0144] For example, the functional safety layer uses different calculation methods to calculate the first roll angle and the second roll angle. Calculating the first roll angle includes: integrating the roll angular velocity to obtain the change in roll angular velocity; accumulating the change in roll angle with the initial roll angle to obtain the first roll angle corresponding to the integration method. Calculating the second roll angle includes: calculating the second roll angle using an arctangent function based on the vehicle's lateral acceleration, gravitational acceleration, vehicle center of gravity height, and track width.

[0145] Alternatively, the calculation method for the first roll angle can be found in [reference needed]. Figure 2 The calculation method shown in Formula 1 of S210, and the calculation method for the second roll angle can be found in [reference needed]. Figure 2 The calculation method shown in Formula 2 of S210.

[0146] S404, the functional safety layer determines the minimum of the first roll angle and the second roll angle as the reference roll angle.

[0147] For example, the functional safety layer determines the minimum of the first and second roll angles as the reference roll angle. This eliminates distorted data that overestimates the roll angle, ensuring that the reference roll angle is a conservative value that more closely reflects the actual roll state of the vehicle, thus avoiding negative impacts caused by over-adjustment. It also avoids determining the maximum of the first and second roll angles as the reference roll angle, which could lead to over-adjustment of the vehicle suspension.

[0148] It should be noted that compared to the roll angle algorithm used in the functional safety layer, the roll angle algorithm in the functional layer has better dynamics and can reduce errors. However, the roll angle algorithm in the functional safety layer is too large. If the same algorithm were used for functional safety, it would consume a lot of memory, severely squeezing the space for other monitoring functions and increasing the cost of software and hardware. Therefore, functional safety uses two simpler roll angle calculation methods for estimation. The first method uses the lateral acceleration transmitted from the sensors and integrates the acceleration over time to obtain the roll angle. The second method uses trigonometric functions to calculate the vehicle's center of gravity in real time, and then calculates the roll angle using inverse trigonometric functions based on the change in the center of gravity. The smaller of the two methods is used to obtain a minimum roll angle, which is then used to monitor the roll angle in the functional layer.

[0149] S405, the functional safety monitoring layer determines whether the current roll angle and the reference roll angle are the same in roll direction; if yes, proceed to S406; if no, proceed to S407.

[0150] For example, the functional safety monitoring layer determines whether the current roll angle and the reference roll angle have the same roll direction; if the roll direction is the same, the functional layer adjusts the vehicle's roll angle according to its own control logic; if the roll direction is opposite, the functional safety monitoring layer triggers a safety state.

[0151] S406, the functional layer adjusts the vehicle's roll angle.

[0152] For example, the functional layer has four suspension motors: left front, right front, left rear, and right rear. These four motors are connected to hydraulic devices and proportional valves. When the functional layer adjusts the vehicle's roll angle according to its own control logic, it adjusts the speed of the suspension motors and the proportional valves to adjust the suspension height, thereby adjusting the vehicle's roll angle. For instance, if the functional layer calculates that the left suspension is too high, it adjusts the left suspension height by adjusting the motor speed and the proportional valve, lowering the left suspension height. If the vehicle is simultaneously detected to be bumping, the motor speed will also be reduced to slow down the flow of hydraulic oil, thus increasing damping.

[0153] S407, the functional safety monitoring layer triggers a safety state.

[0154] For example, if the functional safety monitoring layer determines that the roll direction is opposite, it means that there is a large error in the current roll angle. If the suspension height is adjusted according to the current roll angle, it may cause the vehicle roll angle to increase, increasing the risk of vehicle rollover. Therefore, the functional safety monitoring layer triggers a safety state.

[0155] Under safe conditions, the target motor is first controlled to enter a 0-speed state to prevent the roll angle from increasing further and to prevent instability. If the target motor cannot enter the 0-speed mode or the available power is insufficient, the target motor's ASC is controlled to actively short-circuit to maintain suspension stiffness and prevent the roll angle from increasing further.

[0156] For example, if the reference roll angle calculated by the functional safety layer is 5°, and the current roll angle calculated by the functional layer is -5°, the functional layer will adjust the suspension height to reduce the roll angle from -5° to 0°. However, the actual roll angle of the vehicle is 5°. Further adjustment would make the 5° roll angle even larger. To prevent this reverse increase in roll angle, the functional safety monitoring layer triggers a safety state, controlling the target motor to either 0-speed mode or ASC mode, causing the target motor to stop working. When the target motor stops working, the volume of hydraulic oil in the hydraulic pump remains constant, and the active short circuit of ASC generates a back electromotive force, increasing the suspension damping. This prevents incorrect suspension adjustments from causing the vehicle to roll over, thus ensuring vehicle stability and driving safety.

[0157] S408, the functional safety monitoring layer monitors whether the roll angle has decreased; if yes, proceed to S409; if no, proceed to S410.

[0158] For example, the functional safety monitoring layer monitors whether the roll angle decreases; if the roll angle decreases, the functional safety monitoring layer does not trigger a safety state; if the roll angle does not decrease, the functional safety monitoring layer triggers a safety state.

[0159] S409, the functional safety monitoring layer does not trigger a safety state.

[0160] For example, if it is determined that the roll angle has decreased, and the control operation of the functional layer in S406 can reduce the vehicle's roll angle, the height difference between the suspensions on the left and right sides of the vehicle will decrease, and the vehicle will tend to stabilize. Therefore, the functional safety monitoring layer does not trigger a safety state, so that the functional layer can continue to adjust the vehicle's suspension height through the target motor and hydraulic device.

[0161] S410, the functional safety monitoring layer triggers a safety state.

[0162] For example, if the adjusted current roll angle does not decrease, it means that adjusting the suspension based on the current roll angle cannot reduce the roll angle. Therefore, a safety state is triggered, controlling the target motor's speed to 0 or short-circuiting the target motor, terminating the adjustment of the vehicle's suspension, and preventing the vehicle from overturning due to continuous incorrect adjustment of the suspension height.

[0163] In the embodiments of this application, the functional layer and the functional safety layer use different calculation methods to calculate the roll angle, reducing calculation errors and improving the accuracy of monitoring results. By adding a functional safety layer, isolation from the functional layer is achieved, reducing excessive reliance on the function and avoiding impact on the control logic of the functional layer. Monitoring accuracy can be improved by using the algorithm of the functional safety layer in a heterogeneous and redundant manner. Furthermore, when adjusting the roll angle, the suspension adjustment function of the functional layer is relied upon to reduce the vehicle's roll angle, reducing excessive intervention in safety states and improving the availability of suspension functions while ensuring safety. When the functional layer cannot reduce the roll angle or the roll angle calculated by the functional layer has a large error, a safety state is triggered, improving the functional safety of the suspension system.

[0164] The above text combined Figures 2 to 4 The control method of the suspension system provided in the embodiments of this application is described in detail below; the following will be combined with Figure 5 and Figure 6 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0165] Figure 5 This is a schematic diagram of the structure of a control device for a suspension system provided in an embodiment of this application.

[0166] For example, such as Figure 5 As shown, the control device 500 of the suspension system includes: The acquisition module 510 is used to acquire the current roll angle and the reference roll angle of the vehicle. The current roll angle and the reference roll angle are roll angles obtained by using different algorithms. The processing module 520 is used to determine the first roll direction of the current roll angle and the second roll direction of the reference roll angle; based on the first roll direction and the second roll direction, obtain the verification result of the current roll angle; when the verification result indicates that the current roll angle has passed the verification, control the vehicle's suspension based on the current roll angle.

[0167] Optionally, as an embodiment, the processing module 520 is specifically used to: if the first roll direction is the same as the second roll direction, determine that the verification result indicates that the current roll angle verification has passed; if the first roll direction is opposite to the second roll direction, determine that the verification result indicates that the current roll angle verification has failed.

[0168] Optionally, as an embodiment, the processing module 520 is specifically used to: determine whether the current roll angle is greater than the roll angle threshold when the verification result indicates that the current roll angle verification has passed; if the current roll angle is greater than the roll angle threshold, adjust the height of the vehicle's suspension.

[0169] Optionally, as an embodiment, the processing module 520 is specifically used to: if the current roll angle is greater than the roll angle threshold, determine the first motor and the second motor in the target motors, the target motors being used to adjust the suspension height of the vehicle, the first motor being the suspension motor on the side opposite to the roll direction of the vehicle, and the second motor being the suspension motor on the side with the same roll direction as the vehicle; control the reverse drive of the first motor to lower the suspension on the side opposite to the roll direction of the vehicle; and / or control the forward drive of the second motor to raise the suspension on the side with the same roll direction as the vehicle.

[0170] Optionally, as an embodiment, the processing module 520 is specifically configured to: if the current roll angle is greater than a roll angle threshold, determine a first hydraulic valve and a second hydraulic valve in the vehicle's hydraulic system, the hydraulic system being used to adjust the vehicle's suspension height, the first hydraulic valve being a hydraulic valve on the side opposite to the vehicle's roll direction, and the second hydraulic valve being a hydraulic valve on the side with the same roll direction as the vehicle; control the first hydraulic valve to discharge hydraulic oil from the hydraulic cylinder to lower the suspension on the side opposite to the vehicle's roll direction; and / or control the second hydraulic valve to inject hydraulic oil into the hydraulic cylinder to raise the suspension on the side with the same roll direction as the vehicle.

[0171] Optionally, as an embodiment, the processing module 520 is further configured to: determine the adjusted current roll angle; if the adjusted current roll angle is greater than the current roll angle, control the speed of the target motor of the vehicle to zero or control the target motor of the vehicle to short-circuit, so as to increase the suspension damping of the vehicle.

[0172] Optionally, as an embodiment, the processing module 520 is further configured to: trigger a first control command when the verification result indicates that the current roll angle verification has failed, the first control command being used to control the speed of the target motor of the vehicle to zero; after triggering the first control command, obtain the speed of the target motor; if the speed of the target motor is not zero, control the target motor to short-circuit.

[0173] Optionally, as an embodiment, the acquisition module 510 is specifically used to: determine the change in roll angle based on the vehicle's roll angular velocity and the time difference, where the time difference is the time difference between the initial moment and the current moment; determine the first roll angle of the vehicle by summing the initial roll angle at the initial moment and the change in roll angle; determine the second roll angle of the vehicle based on the vehicle's lateral acceleration, the vehicle's center of gravity height, and the wheelbase; and determine the minimum value between the first roll angle and the second roll angle as the reference roll angle.

[0174] Optionally, as an embodiment, the acquisition module 510 is specifically used to: acquire the vehicle's suspension height, target attribute parameters, and a first mapping relationship, wherein the first mapping relationship represents the mapping relationship between the roll angle and a first parameter, the first parameter including the suspension height and attribute parameters, wherein the attribute parameters include the distance from the vehicle's center of gravity to the front axle, the vehicle's wheelbase, and the track width; and determine the current roll angle based on the suspension height, target attribute parameters, and the first mapping relationship.

[0175] It should be noted that the control device of the aforementioned suspension system is embodied in the form of functional units. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0176] For example, a "module" can be a software program, a hardware circuit, or a combination of both that implements the above functions. The hardware circuit may include an application-specific integrated circuit (ASIC), electronic circuits, a processor (e.g., a shared processor, a proprietary processor, or a group processor) and memory for executing one or more software or firmware programs, integrated logic circuits, and / or other suitable components that support the described functions.

[0177] Therefore, the units of the various examples described in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0178] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0179] For example, vehicle 600 includes processor 610, memory 620 and executable program code 630.

[0180] For example, vehicle 600 includes one or more processors 610 that can support the control method of the suspension system in the method embodiment of vehicle 600. Processor 610 can be a general-purpose processor or a special-purpose processor. For example, processor 610 can be a central processing unit (CPU), digital signal processor (DSP), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), or other programmable logic device, such as discrete gate, transistor logic device, or discrete hardware component.

[0181] For example, the processor 610 can be used to control the vehicle 600, execute software programs, and process data from the software programs. The vehicle 600 may also include a communication unit for receiving and transmitting signals.

[0182] For example, the vehicle 600 may include one or more memories 620, on which executable program code 630 is stored. The executable program code 630 can be run by the processor 610 to generate instructions, causing the processor 610 to execute the suspension system control method described in the above method embodiments according to the instructions.

[0183] Optionally, the memory 620 may also store data. Optionally, the processor 610 may also read data stored in the memory 620, which may be stored at the same memory address as the executable program code 630, or the data may be stored at a different memory address than the executable program code 630.

[0184] For example, the processor 610 and memory 620 can be configured separately or integrated together, for example, integrated on a system-on-a-chip of the terminal device.

[0185] For example, the memory 620 can be used to store related programs of the suspension system control method provided in the embodiments of this application, and the processor 610 can be used to call the executable program code 630 stored in the memory 620 when controlling the vehicle to execute the suspension system control method of the embodiments of this application.

[0186] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the control method of the suspension system of any of the foregoing embodiments.

[0187] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a suspension system control method as described in the above embodiments.

[0188] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module, and the vehicle may include a connected processor and a memory; wherein, the memory is used to store instructions, and the processor can call and execute the instructions to cause the chip to execute a suspension system control method in the above embodiments.

[0189] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the control method of the corresponding suspension system provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the control method of the corresponding suspension system provided above, and will not be repeated here.

[0190] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0191] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0192] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations 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. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method of a suspension system, characterized by, The control method comprises: obtaining a current roll angle and a reference roll angle of a vehicle, the current roll angle and the reference roll angle being roll angles obtained by using different algorithms; determining a first roll direction of the current roll angle and a second roll direction of the reference roll angle; obtaining a check result of the current roll angle based on the first roll direction and the second roll direction; when the check result indicates that the current roll angle passes the check, controlling a suspension of the vehicle based on the current roll angle.

2. The method of claim 1, wherein, The obtaining of the check result of the current roll angle based on the first roll direction and the second roll direction comprises: if the first roll direction is the same as the second roll direction, determining that the check result indicates that the current roll angle passes the check; if the first roll direction is opposite to the second roll direction, determining that the check result indicates that the current roll angle fails the check.

3. The method of claim 1, wherein, The controlling of the suspension of the vehicle based on the current roll angle when the check result indicates that the current roll angle passes the check comprises: when the check result indicates that the current roll angle passes the check, determining whether the current roll angle is greater than a roll angle threshold value; if the current roll angle is greater than the roll angle threshold value, adjusting a height of the suspension of the vehicle.

4. The method of claim 3, wherein, The adjusting of the height of the suspension of the vehicle if the current roll angle is greater than the roll angle threshold value comprises: if the current roll angle is greater than the roll angle threshold value, determining a first motor and a second motor in a target motor, the target motor being used to adjust a height of the suspension of the vehicle, the first motor being a suspension motor on a side opposite to a roll direction of the vehicle, and the second motor being a suspension motor on a same side as the roll direction of the vehicle; controlling reverse driving of the first motor to lower the suspension on the side opposite to the roll direction of the vehicle; and / or, controlling forward driving of the second motor to raise the suspension on the same side as the roll direction of the vehicle.

5. The method of claim 3, wherein, The adjusting of the height of the suspension of the vehicle if the current roll angle is greater than the roll angle threshold value comprises: if the current roll angle is greater than the roll angle threshold value, determining a first hydraulic valve and a second hydraulic valve in a hydraulic device of the vehicle, the hydraulic device being used to adjust a height of the suspension of the vehicle, the first hydraulic valve being a hydraulic valve on a side opposite to a roll direction of the vehicle, and the second hydraulic valve being a hydraulic valve on a same side as the roll direction of the vehicle; controlling the first hydraulic valve to discharge hydraulic oil from a hydraulic cylinder to lower the suspension on the side opposite to the roll direction of the vehicle; and / or, controlling the second hydraulic valve to inject hydraulic oil into the hydraulic cylinder to raise the suspension on the same side as the roll direction of the vehicle.

6. The method according to any one of claims 3 to 5, characterized in that, After the adjusting of the height of the suspension of the vehicle, the control method further comprises: determining an adjusted current roll angle; if the adjusted current roll angle is greater than the current roll angle, controlling a rotational speed of a target motor of the vehicle to be zero or controlling the target motor of the vehicle to be short-circuited to increase suspension damping of the vehicle.

7. The method of claim 1, wherein, The control method further comprises: trigger a first control instruction when the check result indicates that the current roll angle check fails, the first control instruction being used to control a rotation speed of a target motor of the vehicle to be zero; obtain the rotation speed of the target motor after triggering the first control instruction; control the target motor to be short-circuited if the rotation speed of the target motor is not zero.

8. The method of claim 1, wherein, obtain a reference roll angle of the vehicle, including: determine a change amount of the roll angle based on a roll angle speed of the vehicle and a time difference value, the time difference value being a time difference value between an initial time and a current time; determine a first roll angle of the vehicle as a sum of an initial roll angle at the initial time and the change amount of the roll angle; determine a second roll angle of the vehicle based on a lateral acceleration of the vehicle, a height of a center of mass of the vehicle, and a wheelbase of the vehicle; determine the reference roll angle as a minimum value between the first roll angle and the second roll angle.

9. The method of claim 1, wherein, obtain a current roll angle of the vehicle, including: obtain a suspension height of the vehicle, a target attribute parameter, and a first mapping relationship, the first mapping relationship representing a mapping relationship between a roll angle and a first parameter, the first parameter including the suspension height and the attribute parameter, the attribute parameter including a distance from a center of mass of the vehicle to a front axle, a wheelbase of the vehicle, and a track of the vehicle; determine the current roll angle based on the suspension height, the target attribute parameter, and the first mapping relationship.

10. A vehicle characterized by comprising: the vehicle includes: a memory configured to store executable program code; a processor configured to call and run the executable program code from the memory, so that the vehicle executes the control method according to any one of claims 1 to 9.

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