Vehicle control method, device and equipment and storage medium

Abstract

The invention discloses a vehicle control method, device and equipment and a storage medium, and relates to the technical field of vehicle control, and the method comprises the steps that when the current vehicle speed of a vehicle is larger than a preset vehicle speed threshold value, the current working condition of the vehicle is determined according to the current state data of the vehicle, and the current state data represents the vertical dynamics information of the vehicle; target control damping force of each axle of the vehicle is determined according to the current working condition; and performing suspension control on the vehicle according to the target control damping force when the current working condition of the vehicle is the flying slope coping working condition. A vehicle suspension is controlled in advance to prevent the occurrence of slope flying by identifying the working condition that the vehicle is about to fly on a slope in advance, or when it is identified that the vehicle cannot avoid the occurrence of slope flying, the posture of the vehicle during slope flying is controlled to improve the stability of the vehicle after slope flying and reduce the impact on the vehicle, and the stability of the vehicle after slope flying is controlled.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to vehicle control methods, devices, equipment and storage media. Background Technology

[0002] Vehicle fly-off occurs when a vehicle encounters a slope, a bump in the road, or a road surface with a difference in elevation while driving. Due to factors such as excessive speed or improper driver operation, the vehicle body may be thrown into the air, or even the wheels may momentarily leave the ground, resulting in the vehicle appearing to fly. Vehicle fly-off can cause serious damage to the vehicle itself, such as impact damage to chassis components and deformation of the body, and may also lead to traffic accidents, posing a threat to the personal safety of the driver and passengers.

[0003] Traditional vehicle control methods often lack effective prevention and response measures when facing fly-off conditions, making it difficult to monitor vehicles in real time to prevent fly-offs and to ensure the stability and safety of vehicles during fly-off processes. Summary of the Invention

[0004] The main objective of this application is to provide a vehicle control method, device, equipment, and storage medium, which aims to solve the technical problems of how to effectively prevent vehicles from flying off slopes, control the dynamic attitude of vehicles during flying off slopes to ensure a stable attitude after flying off slopes in order to improve the handling stability of vehicles after flying off slopes, and control the stability of vehicles after flying off slopes.

[0005] To achieve the above objectives, this application proposes a vehicle control method, the vehicle control method comprising: When the vehicle's current speed is greater than a preset speed threshold, the vehicle's current operating condition is determined based on the vehicle's current state data, wherein the current state data represents the vehicle's vertical dynamic state information. Determine the target control damping force for each axle of the vehicle based on the current operating conditions. When the vehicle is currently in a ramp-fighting condition, the suspension of the vehicle is controlled according to the target control damping force.

[0006] In one embodiment, the fly-up response condition includes a vehicle about to enter a fly-up condition, and the step of determining the current condition of the vehicle based on the vehicle's current state data when the vehicle's current speed is greater than a preset speed threshold includes: When the vehicle's current speed is greater than the preset speed threshold, the current dynamic travel of each suspension and the current vertical movement speed of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current dynamic travel of each suspension is greater than the corresponding suspension compression dynamic travel threshold and the current vertical movement speed of the vehicle center of gravity is greater than the first speed threshold of the upward movement of the vehicle center of gravity, the first duration of the upward movement of the vehicle center of gravity is obtained. When the first duration is greater than the first duration threshold of the upward movement of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle is about to enter the ramp-starting condition.

[0007] In one embodiment, the fly-up response condition includes a vehicle about to enter a fly-up condition, and the step of determining the current condition of the vehicle based on the vehicle's current state data when the vehicle's current speed is greater than a preset speed threshold includes: When the vehicle's current speed is greater than a preset speed threshold, the current dynamic travel of each suspension and the current vertical acceleration of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current dynamic travel of each suspension is greater than the corresponding suspension compression dynamic travel threshold and the current vertical acceleration at the center of gravity of the vehicle body is greater than the first acceleration threshold for the upward movement of the center of gravity of the vehicle body, the second duration of the upward movement of the center of gravity of the vehicle body is obtained. When the second duration is greater than the second duration threshold for upward movement in the direction of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle is about to enter the ramp-starting condition.

[0008] In one embodiment, the fly-up response condition includes the vehicle having entered the fly-up condition, and the step of determining the vehicle's current condition based on the vehicle's current state data when the vehicle's current speed is greater than a preset speed threshold includes: When the vehicle's current speed is greater than the preset speed threshold, the current dynamic travel of each suspension and the current vertical movement speed of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current dynamic travel of each suspension is greater than the corresponding suspension extension dynamic travel threshold and the current vertical movement speed of the vehicle center of gravity is greater than the second speed threshold of the downward movement of the vehicle center of gravity, the second duration of the downward movement of the vehicle center of gravity is obtained. When the second duration is greater than the second duration threshold for the downward movement of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle has entered the ramp condition.

[0009] In one embodiment, the fly-up response condition includes the vehicle having entered the fly-up condition, and the step of determining the vehicle's current condition based on the vehicle's current state data when the vehicle's current speed is greater than a preset speed threshold includes: When the vehicle's current speed is greater than a preset speed threshold, the current dynamic travel of each suspension and the current vertical acceleration of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current dynamic travel of each suspension is greater than the corresponding suspension extension dynamic travel threshold and the current vertical acceleration at the center of gravity of the vehicle body is greater than the second acceleration threshold for the downward movement of the center of gravity of the vehicle body, the fourth duration of the downward movement of the center of gravity of the vehicle body is obtained. When the fourth duration is greater than the fourth duration threshold for downward movement of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle has entered the ramp-starting condition.

[0010] In one embodiment, the step of determining the target control damping force for each axle of the vehicle based on the current operating condition includes: The first damping force data corresponding to the vehicle front axle and the current vehicle speed is determined based on the vehicle's vertical movement speed and the current vehicle speed. The second damping force data corresponding to the vehicle front axle and the vehicle's center of gravity vertical acceleration and the current vehicle speed is determined based on the current acceleration and the current vehicle speed. The third damping force data is determined from the first damping force data and the second damping force data based on the current operating condition; The fourth damping force data corresponding to the vehicle's rear axle and the current vehicle speed is determined based on the vehicle's vertical movement speed and the current vehicle speed. The fifth damping force data corresponding to the vehicle's rear axle and the vertical acceleration of the vehicle's center of gravity and the current vehicle speed is determined based on the current acceleration and the current vehicle speed. The sixth damping force data is determined from the fourth damping force data and the fifth damping force data based on the current operating condition; The target control damping force for each axle of the vehicle is obtained based on the third damping force data and the sixth damping force data.

[0011] In one embodiment, the fly-off response condition includes a vehicle about to enter a fly-off condition, the suspension control includes fly-off prevention control, and the step of controlling the vehicle's suspension according to the target control damping force when the vehicle is currently in a fly-off response condition includes: When the current operating condition is that the vehicle is about to enter a fly-up condition, the vehicle is controlled to prevent fly-up according to the target control damping force; During the anti-fly slope control of the vehicle, the speed of each wheel relative to the vehicle body is obtained; When the speed of each wheel relative to the vehicle body is upward, the vehicle continues to be controlled to prevent skidding by the target control damping force until the current vehicle speed is less than or equal to the preset vehicle speed threshold or the speed of each wheel relative to the vehicle body is no longer upward at the same time.

[0012] In one embodiment, the suspension control includes anti-flyhill control. After the step of controlling the vehicle's suspension according to the target control damping force when the vehicle's current operating condition is a flyhill response condition, the method further includes: After implementing anti-fly slope control for the vehicle, the movement direction of each wheel relative to the vehicle body is obtained; When the direction of motion of the wheel relative to the vehicle body is downward, the target control damping force of the front axle and rear axle of the vehicle is obtained to inhibit the upward motion of the vehicle body. The vehicle is controlled by a damping force that is designed to suppress the upward movement of the vehicle body, and the speed of each wheel relative to the vehicle body is collected during the control process. When the speed of each wheel relative to the vehicle body is downward, the vehicle continues to be controlled by the target control damping force that inhibits the upward movement of the vehicle body until the current vehicle speed is less than or equal to the preset vehicle speed threshold or the speed of each wheel relative to the vehicle body is no longer downward at the same time, and the anti-fly slope control is exited.

[0013] In one embodiment, the jump-off response condition includes the vehicle having entered a jump-off condition, the suspension control includes jump-off attitude control, and the step of controlling the vehicle's suspension according to the target control damping force when the vehicle is currently in a jump-off response condition includes: When the current working condition is that the vehicle has entered the fly-up condition, the target attitude of the vehicle and the attitude angular velocity signal of the vehicle when the fly-up occurs are acquired. The instantaneous attitude of the vehicle is calculated based on the attitude angular velocity signal; The attitude deviation is calculated using the target vehicle attitude and the instantaneous vehicle attitude. The target control damping force is adjusted based on the attitude deviation to control the vehicle's attitude during ramp jumps, with the control objective being to adjust the attitude deviation to zero.

[0014] In one embodiment, the method further includes: During the process of controlling the vehicle's attitude on a ramp, the relative speed of each wheel to the vehicle body is collected. When the relative speed of each wheel to the vehicle body is downward, the target control damping force is adjusted based on the attitude deviation.

[0015] In one embodiment, after the step of controlling the vehicle's suspension according to the target control damping force when the vehicle is currently in a ramp-handling condition, the method further includes: When the vehicle is currently in the condition of leaving the ramp, the stability control damping force of the front and rear axles is determined based on the real-time vehicle speed. The stability of the vehicle is controlled by the stability control damping force.

[0016] Furthermore, to achieve the above objectives, this application also proposes a vehicle control device, the vehicle control device comprising: The determination module is used to determine the current operating condition of the vehicle based on the current vehicle state data when the current vehicle speed is greater than a preset vehicle speed threshold. The current state data represents the vertical dynamic state information of the vehicle. The determining module is also used to determine the target control damping force of each axle of the vehicle based on the current operating conditions. The control module is used to control the vehicle's suspension according to the target control damping force when the vehicle is currently in a ramp-fighting condition.

[0017] In addition, to achieve the above objectives, this application also proposes a vehicle control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle control method as described above.

[0018] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and which, when executed by a processor, implements the steps of the vehicle control method described above.

[0019] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the vehicle control method described above.

[0020] This application proposes one or more technical solutions. When the vehicle's current speed exceeds a preset speed threshold, the system determines the vehicle's current operating condition based on current state data, where the current state data represents the vehicle's vertical dynamic state information. Based on the current operating condition, the system determines the target control damping force for each axle. When the vehicle's current operating condition is a flyby, the system performs suspension control based on the target control damping force. Through these steps, this solution can accurately determine the vehicle's operating condition, reacting quickly whether it is about to enter a flyby or is already in a flyby state. After determining the operating condition, the system further calculates the target control damping force required for each axle. This step fully considers the vehicle's dynamic characteristics under different operating conditions, ensuring the accuracy and effectiveness of the control force. Subsequently, based on the calculated target control damping force and the current operating conditions, the system will perform anti-flying control or fly-off control on the vehicle, thereby preventing the vehicle from flying off the slope or precisely controlling its attitude when the vehicle has already flown off the slope, ensuring the stable attitude of the vehicle after flying off the slope, and performing stability control on the vehicle after flying off the slope, effectively improving the stability and safety of the vehicle under flying-off conditions, and solving the shortcomings of traditional vehicles when facing flying-off conditions. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0022] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart illustrating an embodiment of the vehicle control method of this application. Figure 2 This is a schematic diagram of the architecture of an electronically controlled suspension provided in an embodiment of the vehicle control method of this application; Figure 3 This is a flowchart illustrating Embodiment 2 of the vehicle control method of this application; Figure 4 This is a flowchart illustrating Embodiment 3 of the vehicle control method of this application; Figure 5 This is a flowchart illustrating Embodiment 4 of the vehicle control method of this application; Figure 6 A schematic diagram of the mapping curve between control current and damping force provided in an embodiment of the vehicle control method of this application; Figure 7This is a flowchart illustrating Embodiment 5 of the vehicle control method of this application; Figure 8 This is a flowchart illustrating Embodiment Six of the vehicle control method of this application; Figure 9 This is a control block diagram of a vehicle control method according to an embodiment of the present application, which uses PID closed-loop control to control the instantaneous attitude of a vehicle in the air. Figure 10 This is a schematic diagram of the overall process of an embodiment of the vehicle control method of this application; Figure 11 This is a schematic diagram of the module structure of the vehicle control device according to an embodiment of this application; Figure 12 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle control method in the embodiments of this application.

[0024] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0025] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0026] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0027] The main solution of this application embodiment is: when the current vehicle speed is greater than a preset vehicle speed threshold, the current operating condition of the vehicle is determined according to the current vehicle state data, wherein the current state data represents the vertical dynamic state information of the vehicle; the target control damping force of each axle of the vehicle is determined according to the current operating condition; when the current operating condition of the vehicle is a ramp-handling condition, the suspension of the vehicle is controlled according to the target control damping force.

[0028] Scenarios that can cause vehicles to fly over include bridges with uphill and downhill slopes, undulating roads, roads with elevation differences, and road surface arches or bumps. Even minor road surface undulations can cause flyovers at high vehicle speeds. Current technologies lack effective means to determine in real-time whether a flyover is likely or has already occurred across all driving surfaces, and there are no effective control strategies to address all potential flyover scenarios or all scenarios where flyovers have already occurred. Traditional control methods are limited to specific scenarios using fixed control parameters or simple speed-based judgments and controls, making it difficult to dynamically adjust to the complex real-time conditions the vehicle is in. For example, when a vehicle encounters minor road surface undulations or road surface arches that cause a flyover, traditional methods cannot accurately identify whether the vehicle is about to fly over or has already done so, resulting in a lack of specific and effective control. Furthermore, current technologies typically do not fully consider the front-rear dynamic constraints of the vehicle's axles under different conditions when calculating control forces, making it impossible to specifically prevent flyovers or achieve ideal control effects for various road surface flyover scenarios.

[0029] This application provides a solution that dynamically determines the vehicle's operating condition by monitoring vehicle status data in real time, and accurately calculates the target control damping force of each axle based on the operating condition type. This effectively overcomes the limitations of traditional methods and significantly improves the real-time performance, reliability, and control accuracy of identifying fly-off conditions, preventing fly-off control, and fly-off control, thereby greatly improving the stability and controllability of the vehicle under fly-off conditions.

[0030] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or vehicle control device capable of performing the above functions. The following description uses a vehicle control device as an example to illustrate this embodiment and the subsequent embodiments.

[0031] Based on this, embodiments of this application provide a vehicle control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle control method of this application.

[0032] In this embodiment, the vehicle control method includes steps S10 to S30: Step S10: When the vehicle's current speed is greater than a preset speed threshold, determine the vehicle's current operating condition based on the vehicle's current state data, wherein the current state data represents the vehicle's vertical dynamic state information.

[0033] It should be noted that the preset vehicle speed threshold can be set according to needs, for example, to 50km / h. When the vehicle's current speed exceeds this threshold, the process of judging the vehicle's operating condition is initiated. The vehicle's current state data represents the vehicle's vertical dynamic state information, which covers multiple aspects, such as the current dynamic travel of each suspension, which reflects the degree of compression or extension of the suspension. Specifically, it includes the current dynamic travel of the left front suspension, left rear suspension, right front suspension, and right rear suspension. The vehicle's current state data may also include the current vertical velocity of the vehicle's center of gravity and the vertical acceleration near the vehicle's center of gravity. The current vertical velocity of the vehicle's center of gravity reflects the vehicle's motion in the vertical direction.

[0034] It should be noted that if the vehicle's current speed is less than or equal to the preset speed threshold, it means that the vehicle's speed is within a relatively safe range, and there is no need to activate the special judgment process for the fly-up condition. The vehicle can operate according to the conventional control strategy.

[0035] The vehicle's current operating condition includes: 1) The vehicle is about to enter a fly-up condition, such as when the vehicle speed is high and the current travel of each suspension exceeds the corresponding travel threshold, indicating that the vehicle may fly-up. 2) The vehicle is already in a fly-up condition, meaning that the vehicle has already experienced a fly-up while traversing a fly-up road, such as when the vehicle speed is high, the vehicle body is lifted high, causing the wheels to lift off the ground. 3) The vehicle has already left a fly-up condition, meaning that the vehicle is about to land on the ground after the fly-up.

[0036] Step S20: Determine the target control damping force for each axle of the vehicle based on the current operating conditions.

[0037] Understandably, the target control damping force required for each axle of a vehicle varies depending on the vehicle's operating conditions. When a vehicle is about to enter a flyby situation, the system comprehensively analyzes the vehicle's dynamic characteristics based on data such as the vehicle's current speed, the current travel of each suspension, and the current vertical movement speed of the vehicle's center of gravity, and then determines the corresponding target control damping force for the front and rear axles. At this point, the target control damping force is primarily intended to prevent the vehicle from flying over. By adjusting the damping force of each axle in advance, the system ensures the vehicle remains stable as it approaches the flyby, reducing the impact and instability that may result from the flyby.

[0038] The situation becomes more complex when the vehicle has entered the fly-up phase. The system must consider not only the vehicle's current speed but also its attitude angular velocity signals during the fly-up, the target attitude, and the instantaneous attitude. Using this data, the system can more accurately understand the vehicle's actual state during the fly-up, thereby calculating target control damping forces for each axle that better reflect the current operating conditions. This calculation of target control damping forces fully considers the dynamic coupling relationship between the front and rear axles during the fly-up, effectively and precisely controlling the vehicle's attitude to ensure stability and safety during the fly-up process.

[0039] like Figure 2 As shown, Figure 2 This is a schematic diagram of an electronically controlled suspension system. Vehicles are equipped with electronically controlled suspension systems, such as active or semi-active suspensions, which adjust the output force of the suspension in real time to control the movement of the vehicle body and wheels. Specifically, the electronically controlled suspension is equipped with a height sensor, which can be used to calculate and detect the suspension travel, i.e., the relative displacement or relative height of the wheels relative to the vehicle body. Furthermore, the relative motion direction of the wheels to the vehicle body can be calculated. Simultaneously, an inertial navigation unit is equipped to detect the acceleration in the X, Y, and Z directions and the angular velocity around the X, Y, and Z axes in a fixed coordinate system. This electronically controlled suspension can control the damping force in real time based on the monitored vehicle status. , This represents the elastic force of each suspension system.

[0040] Step S30: When the vehicle is currently in a ramp-fighting condition, the suspension of the vehicle is controlled according to the target control damping force.

[0041] It should be noted that the fly-off response conditions include both the vehicle about to enter a fly-off condition and the vehicle already entering a fly-off condition. In both cases, appropriate anti-fly-off control or fly-off control is required based on the target control damping force. If the vehicle is about to enter a fly-off condition, the system will perform preventative control based on the pre-calculated target control damping force, adjusting the force on each axle to prepare the vehicle before entering the fly-off condition and minimize the risk of the vehicle flying off. If the vehicle has unavoidably entered a fly-off condition, such as on a road with a certain height difference where both ends of the stepped road are flat, meaning the road surface features before the fly-off are not obvious and the vehicle's condition before the fly-off is very smooth and unrecognizable, and the vehicle simply jumps down the steps, the system will precisely adjust the vehicle's attitude based on the real-time calculated target control damping force to ensure the vehicle maintains a stable attitude during the fly-off process and avoids dangerous situations such as loss of control. In practical implementation, in addition to controlling the vehicle suspension through the target control damping force, the target control damping force can also be mapped to a corresponding equivalent control current, thereby controlling the vehicle suspension through the equivalent control current. Through this precise control method, the technical solution of this application can effectively improve the stability and safety of the vehicle under steep inclines, providing a more reliable guarantee for vehicle operation.

[0042] This embodiment provides a vehicle control method. When the vehicle's current speed exceeds a preset speed threshold, the current operating condition of the vehicle is determined based on the vehicle's current state data, where the current state data represents the vehicle's vertical dynamic state information. Based on the current operating condition, the target control damping force for each axle of the vehicle is determined. When the vehicle's current operating condition is a flyby response condition, the suspension of the vehicle is controlled according to the target control damping force. Through these steps, this solution can accurately determine the vehicle's operating condition, reacting quickly whether it is about to enter a flyby or is already in a flyby state. After determining the operating condition, the system further calculates the target control damping force required for each axle of the vehicle. This step fully considers the vehicle's dynamic characteristics under different operating conditions, ensuring the accuracy and effectiveness of the control force. Subsequently, based on the calculated target control damping force and the current operating conditions, the system will perform anti-flyaway control or flyaway control on the vehicle. This will prevent the vehicle from flying away when it is about to fly away, or precisely control its attitude when it has already flown away, ensuring the vehicle's stable attitude after flying away and providing stability control for the vehicle after flying away. This effectively improves the stability and safety of the vehicle under flyaway conditions and solves the shortcomings of traditional vehicle control methods when facing flyaway conditions.

[0043] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3Step S10 includes steps S101 to S103: In this embodiment, the fly-up response condition includes the condition where the vehicle is about to enter the fly-up.

[0044] Step S101: When the current vehicle speed is greater than the preset vehicle speed threshold, obtain the current dynamic travel of each suspension and the current vertical movement speed of the vehicle's center of gravity based on the current vehicle status data.

[0045] It should be noted that if the vehicle's current speed is greater than the preset speed threshold, it means that the vehicle is moving too fast. The vehicle's current motion state can be further detected to determine whether the vehicle will fly off the slope. Therefore, the current travel of each suspension and the current vertical movement speed of the vehicle's center of gravity can be obtained based on the vehicle's current state data. The current travel of each suspension includes the current travel of the left front suspension, the current travel of the right front suspension, the current travel of the left rear suspension, and the current travel of the right rear suspension.

[0046] Specifically, the current vertical acceleration of the vehicle's center of gravity can be obtained from the vehicle's current state data, so that the current vertical speed or current vertical acceleration of the vehicle's center of gravity can be used to determine the vehicle's operating condition in the future.

[0047] Step S102: When the current dynamic travel of each suspension is greater than the corresponding suspension compression dynamic travel threshold and the current vertical movement speed of the vehicle center of gravity is greater than the first speed threshold of the upward movement of the vehicle center of gravity, the first duration of the upward movement speed of the vehicle center of gravity is obtained.

[0048] It should be noted that the suspension compression travel threshold can include the threshold corresponding to each suspension. When the current travel of each suspension is greater than the corresponding suspension compression travel threshold, and the current velocity of the vehicle's center of gravity is greater than the first velocity threshold for upward movement of the vehicle's center of gravity, it indicates that the vehicle may be in a critical state about to enter a fly-up condition, and the vehicle body has a significant tendency to be lifted or thrown up. Obtaining the first duration of the upward movement velocity of the vehicle's center of gravity is to further confirm whether this lifting or throwing state is continuous, because only a sustained lifting or throwing is more likely to indicate that the vehicle is about to enter a fly-up condition, rather than a transient, accidental body impact or sway.

[0049] The specific testing methods are as follows:

[0050] ) In the above formula, These represent the current travel of the left front suspension, the current travel of the right front suspension, the current travel of the left rear suspension, and the current travel of the right rear suspension, respectively. This indicates the compression stroke threshold of the left and right front suspensions on the front axle; This indicates the compression stroke threshold of the left and right rear suspensions on the rear axle; It indicates the position of the vehicle's center of gravity, but can also be taken as the vertical speed of other positions on the vehicle body near the center of gravity. The set threshold, i.e. the first speed threshold, represents the upward movement speed of the vehicle's center of gravity, and is a calibrated quantity applied to actual vehicle control.

[0051] It should be noted that the suspension compression dynamic travel threshold The trigger control can be refined by using different thresholds based on vehicle speed, as shown below:

[0052]

[0053] In the above formula, This indicates the vehicle speed. Taking vehicle speed into account, different suspension compression travel control thresholds are used for control based on different vehicle speeds. In practical vehicle control applications, a MAP similar to that in Table 1 can be used. For example, when the vehicle speed is 80 km / h, the corresponding suspension compression travel threshold is H14.

[0054] Table 1

[0055] Specifically, the set threshold for the upward movement speed of the vehicle body. The trigger control can be refined by using different thresholds based on different vehicle speeds, as expressed below:

[0056] This means that the influence of vehicle speed is taken into account, and different acceleration thresholds for the upward motion of the vehicle body are used for control according to different vehicle speeds. In actual vehicle control applications, Table 2 below can be used for implementation. For example, when the vehicle speed is 80km / h, the corresponding first speed threshold is V. a14 .

[0057] Table 2

[0058] Step S103: When the first duration is greater than the first duration threshold of the upward movement of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle is about to enter the ramp condition.

[0059] In practice, by setting a reasonable first duration threshold, when the first duration exceeds this threshold, it can be determined more accurately that the vehicle is about to enter a ramp-like condition. This judgment process fully considers the dynamic characteristics of the vehicle when it is running at high speed. By comprehensively analyzing multiple factors such as suspension travel, the speed of movement of the vehicle's center of gravity, and duration, it effectively avoids misjudgments caused by brief impacts or swaying, thereby improving the accuracy and reliability of condition judgment.

[0060] When the first duration exceeds a set first duration threshold, it is determined that the vehicle is about to experience a flyby, as shown below:

[0061] This indicates the duration of the vehicle's center of gravity moving upwards, i.e., the first duration. This represents the threshold value set for the duration of the vehicle's center of gravity moving upwards, i.e., the first duration threshold value, which is a calibration value applied to actual vehicle control. The set threshold value for the upward movement time of the vehicle body. The trigger control can be refined by using different thresholds based on different vehicle speeds, as expressed below:

[0062] This means that the influence of vehicle speed is taken into account, and different threshold values ​​for the duration of upward movement of the vehicle body are used for control according to different vehicle speeds. In actual vehicle control applications, the following Table 3 can be used for implementation. For example, when the vehicle speed is 80km / h, the corresponding first duration threshold value is T14.

[0063] Table 3

[0064] In one feasible implementation, the vertical acceleration at the vehicle's center of gravity can also be used to determine the vehicle's current operating condition. Therefore, step S10 may further include: When the vehicle's current speed is greater than a preset speed threshold, the current dynamic travel of each suspension and the current vertical acceleration of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current dynamic travel of each suspension is greater than the corresponding suspension compression dynamic travel threshold and the current vertical acceleration at the center of gravity of the vehicle body is greater than the first acceleration threshold for the upward movement of the center of gravity of the vehicle body, the second duration of the upward movement of the center of gravity of the vehicle body is obtained. When the second duration is greater than the second duration threshold for upward movement in the direction of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle is about to enter the ramp-starting condition.

[0065] It should be noted that when the current dynamic travel of each suspension element is greater than the corresponding suspension compression dynamic travel threshold, and the current vertical acceleration at the vehicle's center of gravity is greater than the first acceleration threshold for the upward movement of the vehicle's center of gravity, it indicates that the vehicle may be in a critical state about to enter a fly-up condition, and the vehicle body has a significant tendency to be lifted or thrown up. Obtaining the second duration of the upward movement velocity of the vehicle's center of gravity is to further confirm whether this lifting or throwing state is continuous, because only a sustained lifting or throwing is more likely to indicate that the vehicle is about to enter a fly-up condition, rather than a transient, accidental body impact or sway.

[0066] If we use the current vertical acceleration at the vehicle's center of gravity as the criterion, that is, if the current dynamic travel of each suspension is greater than the corresponding suspension compression dynamic travel threshold and the current vertical acceleration at the vehicle's center of gravity is greater than the first acceleration threshold for upward movement of the vehicle's center of gravity, it is expressed as follows:

[0067] ) In the above formula, This represents the current vertical acceleration near the vehicle's center of gravity. The set threshold for the upward acceleration of the vehicle's center of gravity is called the first acceleration threshold and is a calibrated value for actual vehicle control.

[0068] Similarly, the set vehicle acceleration threshold The trigger control can be refined by using different thresholds based on different vehicle speeds, as expressed below:

[0069] That is, taking into account the influence of vehicle speed, different acceleration thresholds are used for control according to different vehicle speeds. In actual vehicle control applications, the following Table 4 can be used for implementation. For example, when the vehicle speed is 80km / h, the corresponding first acceleration threshold is A4.

[0070] Table 4

[0071] In practice, by setting a reasonable second duration threshold, when the second duration exceeds this threshold, it can be determined more accurately that the vehicle is about to enter a ramp-like condition. This judgment process fully considers the dynamic characteristics of the vehicle at high speeds. By comprehensively analyzing multiple factors such as suspension travel, the speed of movement of the vehicle's center of gravity, and duration, it effectively avoids misjudgments caused by brief impacts or swaying, thereby improving the accuracy and reliability of condition judgment.

[0072] When the second duration exceeds a set second duration threshold, it is determined that the vehicle is about to experience a flyby, as indicated by:

[0073] This indicates the duration of the upward movement of the vehicle's center of gravity, i.e., the second duration. This represents the threshold value set for the duration of the vehicle's center of gravity moving upwards, i.e., the second duration threshold, which is a calibration value applied to actual vehicle control. The set threshold value for the upward movement time of the vehicle body. The trigger control can be refined by using different thresholds based on different vehicle speeds, as expressed below:

[0074] This means that the influence of vehicle speed is taken into account, and different threshold values ​​for the duration of upward movement of the vehicle body are used for control according to different vehicle speeds. In actual vehicle control applications, the following Table 5 can be used for implementation. For example, when the vehicle speed is 80km / h, the corresponding first duration threshold value is T24.

[0075] Table 5

[0076] The ramp-handling condition described in this embodiment includes the following steps: When the vehicle's current speed is greater than a preset speed threshold, the current travel of each suspension component and the current vertical speed of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current travel of each suspension component is greater than the corresponding suspension compression travel threshold and the current vertical speed of the vehicle's center of gravity is greater than a first speed threshold for upward movement of the vehicle's center of gravity, a first duration of upward movement of the vehicle's center of gravity is obtained. When the first duration is greater than the first duration threshold for upward movement of the vehicle's center of gravity, the vehicle's current condition is determined to be the ramp-handling condition. Through the above steps, the ramp-handling condition is determined by comprehensively considering the vehicle speed, suspension travel, and vertical speed of the vehicle's center of gravity. To avoid misjudgment, further judgment is made based on the duration, which can more accurately determine whether the vehicle is about to enter the ramp-handling condition.

[0077] Based on the first and second embodiments of this application, in the third embodiment of this application, the content that is the same as or similar to that in Embodiments 1 and 2 described above can be referred to the above description and will not be repeated hereafter. Based on this, please refer to... Figure 4 Step S10 includes steps S101'~S103': In this embodiment, the fly-up response condition includes the condition where the vehicle has already entered the fly-up.

[0078] Step S101': When the current vehicle speed is greater than the preset vehicle speed threshold, obtain the current dynamic travel of each suspension and the current vertical movement speed of the vehicle's center of gravity based on the current vehicle status data.

[0079] It should be noted that, as can be seen from the above embodiment 2, if the current vehicle speed is greater than the preset vehicle speed threshold, it means that the vehicle speed is too fast. The movement of each suspension of the vehicle can be further detected to determine whether the vehicle has already experienced a jump. Therefore, the current dynamic travel of each suspension of the vehicle and the current vertical movement speed of the vehicle's center of gravity can be obtained based on the current state data of the vehicle. The current dynamic travel of each suspension of the vehicle includes the current dynamic travel of the left front suspension, the current dynamic travel of the right front suspension, the current dynamic travel of the left rear suspension, and the current dynamic travel of the right rear suspension.

[0080] Specifically, the vertical acceleration of the vehicle's center of gravity can be obtained from the vehicle's current state data, which can then be used to determine the vehicle's operating condition based on the current vertical speed or vertical acceleration of the center of gravity.

[0081] Step S102': When the current dynamic travel of each suspension is greater than the corresponding suspension extension dynamic travel threshold and the current vertical movement speed of the vehicle center of gravity is greater than the second speed threshold of the downward movement of the vehicle center of gravity, obtain the third duration of the downward movement of the vehicle center of gravity.

[0082] The suspension travel thresholds include the travel thresholds of the left and right front suspensions relative to their design positions on the front axle, and the travel thresholds of the left and right rear suspensions relative to their design positions on the rear axle.

[0083] Specifically, it is expressed as follows:

[0084] ) In the above formula, This indicates the threshold value of the stretching travel of the left and right front suspensions relative to their design positions on the front axle. This indicates the threshold value of the stretching travel of the left and right rear suspensions relative to their design positions on the rear axle. The second velocity threshold for the downward movement of the vehicle's center of gravity is a calibrated value applied to real vehicle control.

[0085] It should be noted that the suspension extension travel threshold The trigger control can be refined by using different thresholds based on vehicle speed, as shown below:

[0086]

[0087] In the above formula, This indicates the vehicle speed. Taking vehicle speed into account, different suspension travel control thresholds are used for control based on different vehicle speeds. In real-world vehicle control applications, a MAP similar to that in Table 6 below can be used. For example, when the vehicle speed is 80 km / h, the corresponding suspension travel threshold is H24.

[0088] Table 6

[0089] Specifically, the set threshold for the downward movement speed of the vehicle body. The trigger control can be refined by using different thresholds based on different vehicle speeds, as expressed below:

[0090] This means that the influence of vehicle speed is taken into account, and different speed thresholds for the downward movement of the vehicle body are used for control according to different vehicle speeds. In actual vehicle control applications, Table 7 can be used for implementation. For example, when the vehicle speed is 80km / h, the corresponding second speed threshold is V. a24 .

[0091] Table 7

[0092] Step S103': When the third duration is greater than the third duration threshold of the downward movement of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle has entered the ramp condition.

[0093] In practice, by setting a reasonable third duration threshold, when the third duration exceeds this threshold, it can be determined more accurately that the vehicle has experienced a runaway. This judgment process fully considers the dynamic characteristics of the vehicle at high speeds. By comprehensively analyzing multiple factors such as suspension travel, the speed of movement of the vehicle's center of gravity, and duration, it effectively avoids misjudgments caused by brief vehicle body sway, thereby improving the accuracy and reliability of the condition judgment.

[0094] When the third duration exceeds the set third duration threshold, it is determined that the vehicle has gone off the slope, as indicated by:

[0095] This indicates the duration of the downward movement of the vehicle's center of gravity, i.e., the third duration. This represents the threshold value set for the duration of the vehicle's center of gravity moving downwards, also known as the third duration threshold, which is a calibration value applied to real-world vehicle control. The set threshold value for the downward movement of the vehicle's center of gravity. The trigger control can be refined by using different thresholds based on different vehicle speeds, as expressed below:

[0096] That is, taking into account the influence of vehicle speed, different threshold values ​​for the duration of downward movement of the vehicle body are used for control according to different vehicle speeds. In actual vehicle control applications, Table 8 can be used for implementation. For example, when the vehicle speed is 80km / h, the corresponding third duration threshold value is T34.

[0097] Table 8

[0098] In one feasible implementation, the vertical acceleration at the vehicle's center of gravity can also be used to determine the vehicle's current operating condition. Therefore, step S10 may further include: When the vehicle's current speed is greater than a preset speed threshold, the current dynamic travel of each suspension and the current vertical acceleration of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current dynamic travel of each suspension is greater than the corresponding suspension extension dynamic travel threshold and the current vertical acceleration at the center of gravity of the vehicle body is greater than the second acceleration threshold for the downward movement of the center of gravity of the vehicle body, the fourth duration of the downward movement of the center of gravity of the vehicle body is obtained. When the fourth duration is greater than the fourth duration threshold for downward movement of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle has entered the ramp-starting condition.

[0099] If we use the vertical acceleration at the vehicle's center of gravity as the criterion, that is, if the current dynamic travel of each suspension is greater than the corresponding suspension extension dynamic travel threshold and the current vertical acceleration at the vehicle's center of gravity is greater than the second acceleration threshold for downward movement of the vehicle's center of gravity, it is expressed as follows:

[0100] ) In the above formula, This represents the set threshold for the acceleration at the center of gravity of the vehicle body in the jump slope scenario, i.e., the second acceleration threshold.

[0101] Second acceleration threshold in the fly slope scene Different thresholds can be used for refined trigger control based on different vehicle speeds. In other words, the threshold can be set as a mapping of vehicle speed, as expressed below:

[0102] This means taking into account the influence of vehicle speed, and using different speed thresholds for the downward movement of the vehicle body according to different vehicle speeds for control. In actual vehicle control applications, Table 9 can be used for implementation. For example, when the vehicle speed is 80km / h, the corresponding acceleration threshold is A924.

[0103] Table 9

[0104] In practice, by setting a reasonable fourth duration threshold, when the fourth duration exceeds the threshold, it can be determined more accurately that the vehicle has entered the ramp condition.

[0105] When the fourth duration exceeds the set fourth duration threshold, it is determined that the vehicle has experienced a flyby, as indicated by:

[0106] This indicates the duration of the downward movement of the vehicle's center of gravity, i.e., the fourth duration. This represents the threshold value set for the duration of the vehicle's center of gravity moving downwards, also known as the fourth duration threshold, which is a calibration value applied to real-world vehicle control. The set threshold value for the downward movement of the vehicle body. The trigger control can be refined by using different thresholds based on different vehicle speeds, as expressed below:

[0107] This means that the influence of vehicle speed is taken into account, and different threshold values ​​for the duration of downward movement of the vehicle body are used for control according to different vehicle speeds. In actual vehicle control applications, the following Table 10 can be used for implementation. For example, when the vehicle speed is 80km / h, the corresponding fourth duration threshold value is T44.

[0108] Table 10

[0109] The ramp-flying response conditions described in this embodiment include situations where the vehicle has already entered a ramp-flying condition. When the vehicle's current speed is greater than a preset speed threshold, the current travel of each suspension and the current vertical movement speed of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current travel of each suspension is greater than the corresponding suspension extension travel threshold and the current vertical movement speed of the vehicle's center of gravity is greater than a second downward movement speed threshold of the vehicle's center of gravity, a second duration of the downward movement of the vehicle's center of gravity is obtained. When the second duration is greater than the second duration threshold of the downward movement of the vehicle's center of gravity, it is determined that the vehicle's current condition is that it has entered a ramp-flying condition. Through the above steps, the ramp-flying condition is determined by comprehensively considering the vehicle speed, suspension travel, and vertical movement speed of the vehicle's center of gravity. To avoid misjudgment, further judgment is made based on the duration, which can more accurately determine whether the vehicle has entered a ramp-flying condition.

[0110] Based on the first embodiment of this application, in the fourth embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 5 Step S20 includes steps S201 to S205: Step S201: Determine the first damping force data corresponding to the vehicle front axle and the current vehicle speed based on the vehicle's vertical movement speed and the vehicle's vertical movement speed, and determine the second damping force data corresponding to the vertical acceleration of the vehicle's front axle and the vehicle's center of gravity based on the current acceleration.

[0111] In practical implementation, the first damping force data corresponding to the vehicle's front axle and the current vehicle speed and vertical movement speed can be determined based on the vehicle's vertical movement speed and the current speed, specifically expressed as:

[0112] in, This refers to the speed at which the vehicle moves up and down.

[0113] Simultaneously, based on the vehicle's acceleration and current speed, the second damping force data corresponding to the vertical acceleration of the vehicle's front axle and center of gravity, and the current speed, is determined and expressed as:

[0114] in, This refers to the vehicle's acceleration.

[0115] In practice, a mapping relationship between the damping force of the front axle of the vehicle and the vehicle speed and the vertical movement speed of the vehicle body can be established in advance, as well as a mapping relationship between the damping force of the front axle of the vehicle and the vertical acceleration of the vehicle's center of gravity and the vehicle speed. Thus, the corresponding mapping MAP can be directly looked up based on the current vehicle speed, vehicle acceleration and vertical movement speed of the vehicle body to obtain the first damping force data and the second damping force data respectively.

[0116] Step S202: Determine the third damping force data from the first damping force data and the second damping force data based on the current operating condition.

[0117] It is understandable that the method for determining the third damping force data will differ depending on the current operating conditions.

[0118] If the current operating condition is that the vehicle is about to enter a ramp-like condition, then the minimum damping force can be selected from the first damping force data and the second damping force data as the third damping force data, expressed as:

[0119] In the above formula, This is the damping force data for the front axle, specifically the third damping force data.

[0120] If the current operating condition is that the vehicle has entered a fly-up condition, then the maximum damping force can be selected from the first damping force data and the second damping force data as the third damping force data, expressed as:

[0121] The third damping force data can be expressed in different forms under different operating conditions. For example, when the vehicle is about to enter a flyover, the third damping force data is expressed as follows: When the vehicle has entered the fly-up condition, the third damping force data is expressed as follows: .

[0122] Step S203: Determine the fourth damping force data corresponding to the vehicle rear axle and the current vehicle speed based on the vehicle's vertical movement speed and the current vehicle speed, and determine the fifth damping force data corresponding to the vehicle rear axle and the vertical acceleration of the vehicle's center of gravity based on the current acceleration and the current vehicle speed.

[0123] Understandably, the fourth damping force data corresponding to the vehicle's rear axle and the current vehicle speed can be determined based on the vehicle's vertical movement speed and the current vehicle speed. And the fifth damping force data corresponding to the vertical acceleration of the vehicle's rear axle relative to the vehicle's center of gravity and the current vehicle speed. .

[0124] In practical implementation, the mapping relationship between the damping force of the rear axle of the vehicle and the vertical movement speed of the vehicle body, the vehicle speed, and the vehicle acceleration can also be established in advance. Specifically, the mapping MAP between the damping force of the front axle of the vehicle and the vertical movement speed of the vehicle body and the vehicle speed, as well as the mapping MAP between the damping force of the front axle of the vehicle and the vehicle speed and the vehicle acceleration, can be established first, and the control current mapping relationship between the front axle and the rear axle of the vehicle can be obtained.

[0125] It should be noted that there is a constraint relationship between the front axle damping force and the rear axle damping force of the vehicle, which can be established in advance with reference to the following formula, specifically expressed as follows:

[0126] In the above formula, These represent the damping forces of the front and rear axles, respectively. These represent the dynamic elastic forces at the wheel ends of the left front suspension, right front suspension, left rear suspension, and right rear suspension, respectively, considering the lever ratio of the elastic components. These forces include springs (including air springs), vehicle buffer blocks that function during suspension compression, and spring pads. The force values ​​can be obtained through calculation (including vehicle dynamics simulation) or actual measurement to determine the wheel-end load-displacement characteristics. Then, based on the relative displacement of the wheel relative to the vehicle body, the wheel-end elastic force load is obtained by referring to the aforementioned load-displacement characteristic curve, further leading to... ; These represent the distances from the front axle axis or wheel center, and the rear axle axis or wheel center to the vehicle's center of gravity, respectively.

[0127] By establishing the damping force constraint relationship between the front and rear axles of the vehicle, and the mapping relationship between the damping force and the vertical movement speed of the wheel relative to the vehicle body, a mapping MAP can be established between the damping force of the front axle and the vertical movement speed of the vehicle body and the vehicle speed, as well as a mapping MAP between the damping force of the rear axle and the vehicle speed and the vehicle acceleration.

[0128] Step S204: Determine the sixth damping force data from the fourth damping force data and the fifth damping force data based on the current operating condition.

[0129] In specific implementation, as described in step S202 above, different screening methods can be determined according to the current working condition. If the current working condition is that the vehicle is about to enter a ramp condition, then the minimum damping force can be selected from the fourth damping force data and the fifth damping force data as the sixth damping force data, expressed as:

[0130] In the above formula, This is the damping force data for the rear axle, specifically the sixth damping force data.

[0131] If the current operating condition is that the vehicle has entered a ramp-like condition, then the largest damping force can be selected from the fourth damping force data and the fifth damping force data as the sixth damping force data, expressed as:

[0132] The sixth damping force data can be expressed in different forms under different operating conditions. For example, when the vehicle is about to enter a flyover, the sixth damping force data is expressed as follows: When the vehicle has entered the fly-up condition, the sixth damping force data is expressed as follows: .

[0133] Step S205: Obtain the target control damping force for each axle of the vehicle based on the third damping force data and the sixth damping force data.

[0134] In practice, the third damping force data can be used as the control damping force for the front axle of the vehicle, and the sixth damping force data can be used as the control damping force for the rear axle of the vehicle.

[0135] It should be noted that, because there is a one-to-one mapping between the damping force and the shock absorber control current at a specific suspension speed, in practical engineering applications, The mapping table between velocity, acceleration, and damping force can be used to determine this. Specifically, a specific damping force can be directly mapped to the control current of the electronically controlled shock absorbers in the front and rear suspensions of the vehicle, and the MAP (Magnetic Mapping Table) can be set and calibrated separately. The relationship between the control currents of the front and rear axles can be referenced... The setting involves initially setting the control current of a certain axis under a certain working condition. Then, by substituting the damping force mapped from the already set control current of that axis into the above formula, the damping force of another axis under the same working condition can be obtained. Finally, it can be converted into current according to the current-damping force mapping MAP.

[0136] like Figure 6 As shown, Figure 6 The diagram below illustrates the mapping curve between controllable current and damping force. Since the electronically controlled vibration damper has a one-to-one mapping relationship with a specific damping force characteristic curve or damping characteristic curve under a single fixed current, the mapping curve is shown in the figure below. Figure 6 The horizontal axis represents the compression and tension speeds of the damper, and the vertical axis represents the damping force. Different control currents in the figure correspond to different damping force curves. Moreover, the electronically controlled damper is directly controlled by current. Generally, the larger the control current, the greater the damping or damping force under the same motion state. Based on the above, the final control output will be converted or mapped to the control current. The magnitude of the control current of the electronically controlled damper directly determines the damping force or damping magnitude.

[0137] This embodiment determines the first damping force data corresponding to the vehicle's front axle and the current vehicle speed based on the vehicle's vertical movement speed and the current vehicle speed; it then determines the second damping force data corresponding to the vehicle's front axle and the vertical acceleration of the vehicle's center of gravity based on the current acceleration and the current vehicle speed; a third damping force data is determined from the first and second damping force data based on the current operating condition; a fourth damping force data corresponding to the vehicle's rear axle and the current vehicle speed is determined based on the vehicle's vertical movement speed and the current vehicle speed; a fifth damping force data corresponding to the vehicle's rear axle and the vertical acceleration of the vehicle's center of gravity based on the current acceleration and the current vehicle speed; a sixth damping force data is determined from the fourth and fifth damping force data based on the current operating condition; and finally, the target control damping force for each axle of the vehicle is obtained based on the third and sixth damping force data, thus achieving precise control of the damping forces of the front and rear axles under different operating conditions. When a vehicle is about to enter a flyby condition, selecting a smaller damping force as the control basis can effectively reduce the impact force during the flyby process, improving vehicle stability and comfort. Conversely, once the vehicle has entered the flyby condition, selecting a larger damping force enhances the support of the vehicle's suspension system, preventing excessive sinking and ensuring driving safety. This control method, which dynamically adjusts the damping force according to different operating conditions, fully considers the complexities of actual driving, enabling the vehicle to maintain good handling performance and stability under special road conditions such as flybys. Furthermore, by establishing a one-to-one mapping relationship between control current and damping force, and converting the control output into control current to directly control the electronically controlled shock absorber, the accuracy and timeliness of control are further improved, providing strong protection for vehicle driving safety.

[0138] Based on the first embodiment of this application, in the fifth embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 7 Step S30 includes steps S301 to S303: In this embodiment, the fly-up response condition includes the condition where the vehicle is about to enter a fly-up, and the suspension control includes fly-up prevention control.

[0139] Step S301: When the current working condition is that the vehicle is about to enter the ramp-breaking condition, the vehicle is controlled to prevent ramp-breaking according to the target control damping force.

[0140] It should be noted that once it is determined that the vehicle is about to enter a fly-up condition, the system will immediately activate the corresponding preventive control strategy. Specifically, it can adjust the damping force of each axle of the vehicle according to the calculated target control damping force. By adjusting the force on each suspension of the vehicle, the vehicle can avoid fly-up to the greatest extent.

[0141] In practical implementation, since there is a mapping relationship between damping force and control current, the mapping relationship between damping force and control current can be obtained; the target control current of the electronically controlled shock absorber can be obtained according to the target control damping force and the mapping relationship, so that the electronically controlled shock absorber of the vehicle can be driven by the target control current to control the vehicle to prevent it from flying over hills.

[0142] It should be noted that once the target control current for the electronically controlled shock absorber is received, the vehicle's control system will quickly send a control command to the shock absorber, instructing it to operate at that target control current. Upon receiving the command, the electronically controlled shock absorber will immediately adjust its damping characteristics, thereby changing the output force values ​​of each suspension component in the vehicle.

[0143] Step S302: During the anti-fly slope control of the vehicle, the motion speed of each wheel relative to the vehicle body is obtained.

[0144] It should be noted that the small control current obtained above needs to be continuously output based on the direction of suspension movement as the control judgment condition, thereby reducing the upward force of the suspension on the vehicle body when the vehicle body moves upward, and avoiding exacerbating the upward movement of the vehicle body. Therefore, in the process of anti-flyhill control of the vehicle, the movement speed of each wheel relative to the vehicle body can be obtained, specifically including the movement speed of the left front, right front, left rear, and right rear suspension wheels relative to the vehicle body.

[0145] Step S303: When the speed of each wheel relative to the vehicle body is upward, continue to control the vehicle to prevent it from flying over the slope by using the target control damping force until the current vehicle speed is less than or equal to the preset vehicle speed threshold or the speed of each wheel relative to the vehicle body is no longer upward at the same time.

[0146] In practical implementation, if the speed of each wheel relative to the vehicle body is greater than or equal to 0, it indicates that the wheels are moving upwards relative to the vehicle body; that is, the speed of each wheel relative to the vehicle body is upwards.

[0147] In the above formula, These represent the movement speeds of the left front, right front, left rear, and right rear suspensions, respectively. The upward movement of the wheels relative to the vehicle body is defined as the positive direction. At this time, each suspension of the vehicle is always compressed relative to the vehicle body. Therefore, the above process of anti-flyhill control of the vehicle by controlling the damping force through the target is maintained, that is, maintaining the small current / small damping output of each of the above electronically controlled shock absorbers until the current vehicle speed is less than or equal to the preset vehicle speed threshold or the movement speed direction of each wheel relative to the vehicle body is no longer simultaneously upward. At this time, the anti-flyhill control in the current motion state is exited, and the control algorithm of the original electronically controlled suspension system is returned to continuously determine whether anti-flyhill control or flyhill control is needed again.

[0148] Specifically, a corresponding control time can be set according to the control process. The control time is used to determine whether it is necessary to exit the anti-flying slope control. For example, if the control time is equal to the set control time threshold, such as 1 second, the anti-flying slope control in the current motion state will be exited. If the control time is less than the set control time threshold, the control in step S301 will continue.

[0149] Understandably, even after anti-flyhill control is applied to the vehicle, the vehicle body will still be lifted or thrown up to varying degrees by the suspension. Subsequently, the vehicle body will move upwards relative to the wheels, meaning the wheels will move downwards relative to the vehicle body. At this point, vehicle control is needed to suppress this upward movement and prevent the vehicle from flying off the hill. Therefore, after anti-flyhill control is applied, steps A11-A14 are also included: Step A11: After implementing anti-fly slope control for the vehicle, obtain the direction of motion of the vehicle's wheels relative to the vehicle body; In practice, after implementing anti-fly slope control, the vehicle's wheels may move downwards relative to the vehicle body. At this point, various sensors installed on the vehicle, such as height sensors and acceleration sensors, can be used to obtain information about the specific direction of the wheels' movement relative to the vehicle body. These sensors can accurately detect changes in the relative position and speed between the wheels and the vehicle body, thereby determining whether the wheels are moving downwards or exhibiting other movement trends relative to the vehicle body.

[0150] Step A12: When the direction of motion of the wheel relative to the vehicle body is downward, obtain the target control damping force of the front axle and rear axle of the vehicle to inhibit the upward motion of the vehicle body; Understandably, when the direction of the wheel's movement relative to the vehicle body is determined to be downward, it indicates that the vehicle is being lifted or thrown up by the suspension to varying degrees. In this case, it is necessary to obtain the target control damping forces of the front and rear axles to suppress the upward movement of the vehicle body.

[0151] The process of calculating the target control damping force to suppress the upward motion of the vehicle body is the same as the process of calculating the target control damping force in Embodiment 4 above. For example, the damping force corresponding to the front axle of the vehicle is obtained based on the current speed and current acceleration. and Then take the maximum value and output it, that is... Similarly, the damping force corresponding to the rear axle of the vehicle can be obtained in the same way. and Then take the maximum value and output it, that is... Similarly, since there is a one-to-one mapping between the damping force and the shock absorber control current at a specific suspension speed, in practical engineering applications, the damping force MAP is... Alternatively, the implementation can be carried out by converting the control current mapping (MAP). This means that specific damping force control parameters can be directly mapped to the control currents of the electronically controlled shock absorbers in the front and rear suspensions of the vehicle, and the MAPs can be set and calibrated separately. An initial setting of the control current MAP for the electronically controlled shock absorber on one axle under a certain operating condition can be made. Then, based on the constraint relationship between the damping forces of the front and rear axles and the mapping relationship between damping force and control current, the control current MAP for the shock absorber on the other axle can be further set.

[0152] Step A13: Control the vehicle according to the target damping force to suppress the upward movement of the vehicle body, and collect the motion speed of each wheel relative to the vehicle body during the control process; In practical implementation, this target control damping force, used to suppress the upward movement of the vehicle body, is converted into a corresponding control current through the correspondence between the target control damping force and the control current. This control current then drives the electronically controlled shock absorber, effectively suppressing the upward movement of the vehicle body. During the control process, the motion speed information of each wheel relative to the vehicle body is continuously collected. This can be achieved by installing height sensors or acceleration sensors. These sensors can provide real-time feedback on the suspension's motion state, providing a basis for subsequent adjustments to the control strategy.

[0153] Step A14: When the speed of each wheel relative to the vehicle body is downward, continue to control the vehicle by the target control damping force that inhibits the upward movement of the vehicle body until the current vehicle speed is less than or equal to the preset vehicle speed threshold or the speed of each wheel relative to the vehicle body is no longer downward at the same time, and exit the anti-fly slope control.

[0154] If the speed of each wheel relative to the vehicle body is downward, then the upward movement of the vehicle body will continue to be suppressed. Specifically, the speed of each suspension component can be obtained, as shown below:

[0155] In the above formula, These represent the movement speeds of the left front, right front, left rear, and right rear suspensions, respectively, with the upward movement of the wheels relative to the vehicle body defined as the positive direction.

[0156] When all speeds are less than or equal to 0, it indicates that all wheels of the vehicle are always moving downwards relative to the vehicle body. In this case, the high control current / high damping output of the electronically controlled shock absorbers will continue to be maintained to suppress the upward movement of the vehicle body until the current speed is less than or equal to the preset speed threshold, or the direction of the speed of each wheel relative to the vehicle body is no longer simultaneously downwards. Then, the anti-flyaway control will be exited. The control time can also be set. If the control time has not reached the set control time threshold, the target control damping force to suppress the upward movement of the vehicle body will continue to suppress the upward movement of the vehicle body. If the control time reaches the set control time threshold, the suppression control of the upward movement of the vehicle body will be exited, that is, the anti-flyaway control will be exited.

[0157] In this embodiment, when the vehicle is about to enter a flyby situation, anti-flyby control is performed on the vehicle based on the target control damping force. During the anti-flyby control process, the speed of each wheel relative to the vehicle body is acquired. When the speed of each wheel relative to the vehicle body is upward, the anti-flyby control continues to be performed on the vehicle using the target control damping force until the current vehicle speed is less than or equal to a preset vehicle speed threshold or the speed of each wheel relative to the vehicle body is no longer simultaneously upward, thus completing the anti-flyby control of the vehicle in this motion state. Furthermore, considering that even after the aforementioned flyby mitigation control, the vehicle body may still be lifted or thrown up to varying degrees, by acquiring the direction of motion of the wheels relative to the vehicle body, when it is determined that the wheels are moving downward, the target control damping force for the front and rear axles to suppress the upward motion of the vehicle body is accurately calculated. Based on this, the vehicle body is controlled to suppress the upward motion of the vehicle body, and the speed of each wheel relative to the vehicle body is continuously acquired during the control process. When the speed of each wheel relative to the vehicle body is downward, the damping force to suppress the upward motion of the vehicle body is maintained until the exit condition is met. This comprehensive and meticulous control method fully considers the transient dynamic response of the vehicle when it is about to fly off a slope but has not yet done so. By accurately identifying the vehicle's impending or potential flight off a slope based on the vehicle's dynamic response characteristics under this condition, it prevents the occurrence of flight off a slope, significantly improves the vehicle's driving stability under flight off-slope conditions, provides reliable protection for the vehicle's safe driving, and greatly enhances the driving experience.

[0158] Based on the first embodiment of this application, in the sixth embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 8 Step S30 includes steps S301' to S304': In this embodiment, the fly-up response condition includes the vehicle having entered the fly-up condition, and the suspension control includes fly-up attitude control.

[0159] Step S301': When the current working condition is that the vehicle has entered the fly-up condition, acquire the vehicle target attitude and the vehicle attitude angular velocity signal when the fly-up occurs.

[0160] It should be noted that when a vehicle flies off a slope, the vehicle's attitude in the air largely determines its attitude after landing and the magnitude of the ground dynamic load on each wheel, which in turn determines the vehicle's stability after the fly-off and the magnitude of the impact on each suspension end. Therefore, it is necessary to control the vehicle's attitude in the air after the fly-off and further control the vehicle's stability after landing. Thus, it is possible to obtain the vehicle's target attitude and the vehicle's attitude angular velocity signal when the fly-off occurs.

[0161] The target vehicle attitude refers to the stable attitude the vehicle is expected to achieve during and after a jump. It is typically set based on factors such as driving safety, ride comfort, and the stress on various components. For example, it is desirable for the vehicle to remain relatively level upon landing after a jump to reduce impact on the suspension system and improve handling stability. The vehicle's attitude angular velocity signal during a jump can be measured using a gyroscope, including... , as well as These correspond to the vehicle's rotational speeds around the three axes x, y, and z of the vehicle's fixed coordinate system in its current posture, and their corresponding vectors are... .

[0162] Step S302': Obtain the instantaneous attitude of the vehicle based on the attitude angular velocity signal.

[0163] In practical implementation, the attitude angular velocity signal can be converted into Euler attitude angular velocity in the vehicle's servo coordinate system; thus, the instantaneous attitude of the vehicle can be obtained based on the Euler attitude angular velocity. Specifically, the Euler angles are defined as the ZYX rotation sequence (i.e., yaw first, then pitch, and finally roll). Here, the yaw angle ψ represents the steering angle of the vehicle about the Z-axis of the inertial coordinate system; the pitch angle θ represents the pitch state of the vehicle about the Y-axis of the inertial coordinate system; and the roll angle... This represents the vehicle's roll state around the X-axis of the inertial coordinate system. The Euler attitude angular velocity vector can be obtained from the Euler attitude angles. The angular velocity input signal measured by the gyroscope is converted into Euler attitude angular velocity, and the calculation method is as follows:

[0164] Discrete case:

[0165] Integrating the Euler attitude angular velocity in the time domain yields the Euler attitude angle. The discrete calculation method is as follows:

[0166]

[0167]

[0168] In the above formula, Indicates the sampling time interval. , , These represent the roll angle, pitch angle, and yaw angle at the k-th sampling time, respectively. , , These represent the roll, pitch, and yaw angles at the (k-1)th sampling time, respectively. , , These represent the roll angle, pitch angle, and yaw angle at the (k-2)th sampling time, respectively. Using the above calculation method, the instantaneous attitude of the vehicle can be accurately obtained from the attitude angular velocity signal measured by the gyroscope, providing basic data for subsequent control of the vehicle's attitude in the air after a jump.

[0169] Step S303': Calculate the attitude deviation using the target vehicle attitude and the instantaneous vehicle attitude.

[0170] In practical implementation, the attitude deviation can be calculated based on the vehicle's target attitude and instantaneous attitude. The attitude deviation is the difference between the vehicle's instantaneous attitude and its target attitude, reflecting the degree of deviation between the vehicle's current attitude and its desired attitude. The attitude deviation can be calculated in various ways. For example, both the vehicle's target attitude and instantaneous attitude can be represented in Euler angles, and then the angular differences between them on each rotation axis can be calculated to obtain the attitude deviation vector. Step S304': Adjust the target control damping force based on the attitude deviation to control the attitude of the vehicle when it is flying uphill, with the control target being to adjust the attitude deviation to zero.

[0171] It should be noted that the target control damping force can be adjusted according to the attitude deviation, thereby achieving attitude control of the vehicle during ramp jumps. The control target is that the instantaneous attitude of the vehicle equals the target attitude of the vehicle, that is, the attitude deviation is 0. Figure 9 As shown, Figure 9 This is the control block diagram for using PID closed-loop control to adjust the instantaneous attitude of a vehicle in the air. The system acquires the target attitude angle and then assigns incremental damping force based on the deviation between the instantaneous and target attitude angles using PID control. F PIDThe damping force of the front and rear axles is distributed, and then the damping forces of the left front shock absorber, right front shock absorber, left rear shock absorber, and right rear shock absorber are specifically calculated. The control current of each shock absorber is then converted to adjust the vehicle's attitude. Specifically, the instantaneous attitude angle of the vehicle can be calculated using an IMU, and the difference between the feedback and target attitude angles is used to obtain the deviation. The output of the PID controller is used as the total incremental damping force of the electronically controlled shock absorbers on the front and rear axles for distribution. The distribution calculation method is shown in the following formula:

[0172]

[0173] The incremental damping force of a single shock absorber on the front and rear axles can be obtained from the above two equations. , Therefore, the damping force at the end of a single suspension wheel corresponding to the fly slope control is calculated as follows:

[0174]

[0175] In the above formula, These represent the real-time damping forces of individual suspensions on the front and rear axles, respectively, in fly-stop control. The real-time damping forces of individual suspensions on the front and rear axles are then calculated based on the initial setpoints and the incremental damping forces of individual suspensions. Furthermore, the real-time control current of the electronically controlled shock absorber can be obtained from the mapping relationship (Map) between damping force and shock absorber control current. The output force of the PID controller... It will also be directly changed to control current, thus The control current output of the electronically controlled shock absorber is also adjusted accordingly to adjust the vehicle's attitude.

[0176] In one feasible implementation, the vehicle control method further includes steps B11-B12: Step B11: During the process of controlling the vehicle's attitude on the ramp, the relative speed of each wheel to the vehicle body is collected. It should be noted that during the attitude control of the vehicle when it is flying uphill, the speed of each wheel relative to the vehicle body can be collected during the control process. The speed of each wheel relative to the vehicle body is used as the judgment condition for control, so as to determine whether to continue to output the above-mentioned control current, that is, to maintain the vehicle's attitude for a certain period of time with a large damping force for as long as possible.

[0177] Step B12: When the speed of each wheel relative to the vehicle body is downward, continuously adjust the target control damping force based on the attitude deviation.

[0178] Specifically, the judgment conditions are as follows:

[0179] In the above formula, These represent the movement speeds of the left front, right front, left rear, and right rear suspensions, respectively. The upward movement of the wheels relative to the vehicle body is defined as the positive direction. When the movement speed of each wheel relative to the vehicle body is less than 0, it means that the movement speed of each wheel relative to the vehicle body is downward. At this time, the attitude control of the vehicle is maintained, that is, the target control damping force is adjusted through the attitude deviation until the control time threshold is reached or the relative movement speed of a certain wheel relative to the vehicle body is upward or the relative speed is greater than 0.

[0180] It should be noted that after the vehicle lands after completing the jump maneuver, the system will quickly switch to landing stability control mode. Therefore, after step S30, the system further includes: when the vehicle leaves the jump maneuver situation, determining the stability control damping forces of the front and rear axles based on the vehicle's real-time speed; and using the stability control damping forces to control the vehicle's stability.

[0181] Understandably, after a vehicle jumps off a slope, it needs to be controlled with a fixed high damping or high current to maximize the support force of the vehicle's suspensions, accelerate the attenuation of dynamic loads on each wheel and suspension, and allow the vehicle to recover stability as quickly as possible, thereby improving vehicle stability and handling. Therefore, the stabilizing damping forces of the front and rear axles can be determined based on the vehicle's real-time speed, expressed as follows:

[0182]

[0183] Specifically, The stabilizing damping force for the front axle, This refers to the stabilizing damping force of the rear axle. After calculating the stabilizing damping force, the various suspensions of the vehicle can be controlled based on it. Specifically, the calculated front axle stabilizing damping forces and rear axle stabilizing damping forces are applied to the front and rear axle suspension systems, respectively. During this process, the electronic control system converts the stabilizing damping force into a corresponding control current signal based on a preset mapping relationship between damping force and current, and sends it to the electronically controlled shock absorbers of each suspension in real time. Upon receiving the control current, the electronically controlled shock absorbers quickly adjust their internal damping characteristics, enabling the suspension system to provide support force matching the stabilizing damping force. This effectively suppresses the severe vibrations and body posture fluctuations caused by sudden changes in dynamic load when the vehicle lands after a jump. Through this precise control of the stabilizing damping force, the vehicle can recover to a stable driving state more quickly, significantly improving stability and handling after a jump, and providing the driver with a safer and more comfortable driving experience. In practice, a maintenance time threshold can be set. In actual engineering applications, a calibration method can be used to calibrate the maintenance time threshold so that stability control after the fly slope is exited after the control time reaches the maintenance time threshold.

[0184] In this embodiment, when the current operating condition is that the vehicle has entered a jump-slope condition, the target attitude of the vehicle and the attitude angular velocity signal of the vehicle during the jump-slope are acquired; the instantaneous attitude of the vehicle is obtained based on the attitude angular velocity signal; the attitude deviation is calculated through the target attitude and the instantaneous attitude of the vehicle; and the target control damping force is adjusted based on the attitude deviation to control the attitude of the vehicle during the jump-slope. The control target is to adjust the attitude deviation to zero. By adjusting the attitude of the vehicle during the jump-slope, the impact force and body attitude fluctuation when the vehicle lands after the jump-slope are significantly reduced, thereby improving the stability and handling of the vehicle.

[0185] For example, to help understand the implementation flow of the vehicle control method obtained by combining this embodiment with the above embodiment one, please refer to... Figure 10 , Figure 10A simplified flowchart of a vehicle control method is provided. Specifically: First, input signals are acquired and parameters are read, including vehicle speed signal, three-dimensional angular velocity measured by a gyroscope, altitude sensor signal, vehicle longitudinal acceleration, wheelbase, and other information. Then, vehicle state estimation calculations are performed, including vehicle pitch angle calculation, suspension travel, relative motion speed of each suspension, wheel vertical acceleration, etc. It is then determined whether the vehicle speed exceeds a set speed threshold. If not, the anti-flying slope function module is not triggered or entered. If so, the system identifies whether the vehicle is in a scenario where a flyover is possible or calculates the threshold. The system detects whether the vehicle has experienced a flyby. If the vehicle is not in a potential flyby scenario or has not experienced a flyby, it returns to the speed determination process. If the vehicle is in a potential flyby scenario, it implements flyby prevention control and determines whether the flyby prevention control duration has ended. If yes, it returns to the speed determination process; otherwise, it performs multi-task coupled integrated decision control, such as priority determination and other driving condition sub-task control: for example, suspension control during steering, braking, acceleration, road bumps or impacts, and anti-fly suspension control. If a flyby is detected, it implements flyby attitude control, followed by post-flyby vehicle stability control, and determines whether the flyby control duration has ended. If it has ended, it returns to the speed determination process; otherwise, it performs multi-task coupled integrated decision control, ultimately outputting specific parameters for vehicle suspension control.

[0186] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the vehicle control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0187] This application also provides a vehicle control device, please refer to... Figure 11 The vehicle control device includes: The determination module 10 is used to determine the current operating condition of the vehicle based on the current state data of the vehicle when the current vehicle speed is greater than a preset vehicle speed threshold. The current state data represents the vertical dynamic state information of the vehicle.

[0188] The determining module 10 is also used to determine the target control damping force of each axle of the vehicle based on the current operating conditions.

[0189] Control module 20 is used to control the suspension of the vehicle according to the target control damping force when the vehicle is currently in a ramp-fighting condition.

[0190] The vehicle control device provided in this application, employing the vehicle control method described in the above embodiments, can solve the technical problems of how to effectively prevent vehicles from flying off slopes, control the vehicle's dynamic attitude during flying off slopes to ensure a stable attitude after flying off slopes to improve the vehicle's handling stability after flying off slopes, and control the vehicle's stability after flying off slopes. Compared with the prior art, the beneficial effects of the vehicle control device provided in this application are the same as those of the vehicle control method provided in the above embodiments, and other technical features in the vehicle control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0191] In one embodiment, the ramp response condition includes a vehicle about to enter a ramp condition. The determining module 10 is further configured to, when the vehicle's current speed is greater than a preset speed threshold, obtain the current dynamic travel of each suspension and the current vertical movement speed of the vehicle's center of gravity based on the vehicle's current state data; when each suspension's current dynamic travel is greater than the corresponding suspension compression dynamic travel threshold and the current vertical movement speed of the vehicle's center of gravity is greater than a first speed threshold for upward movement of the vehicle's center of gravity, obtain a first duration of upward movement of the vehicle's center of gravity; when the first duration is greater than the first duration threshold for upward movement of the vehicle's center of gravity, determine that the vehicle's current condition is a vehicle about to enter a ramp condition.

[0192] In one embodiment, the ramp response condition includes a vehicle about to enter a ramp condition. The determining module 10 is further configured to, when the vehicle's current speed is greater than a preset speed threshold, obtain the current dynamic travel of each suspension and the current vertical acceleration of the vehicle's center of gravity position based on the vehicle's current state data; when each suspension's current dynamic travel is greater than the corresponding suspension compression dynamic travel threshold and the current vertical acceleration of the vehicle's center of gravity position is greater than a first acceleration threshold for upward movement of the vehicle's center of gravity position, obtain a second duration for upward movement of the vehicle's center of gravity position; when the second duration is greater than the second duration threshold for upward movement of the vehicle's center of gravity position, determine that the vehicle's current condition is a vehicle about to enter a ramp condition.

[0193] In one embodiment, the ramp response condition includes the vehicle having entered the ramp condition. The determining module 10 is further configured to, when the vehicle's current speed is greater than a preset speed threshold, obtain the current dynamic travel of each suspension and the current vertical movement speed of the vehicle's center of gravity based on the vehicle's current state data; when the current dynamic travel of each suspension is greater than the corresponding suspension extension dynamic travel threshold and the current vertical movement speed of the vehicle's center of gravity is greater than a second speed threshold for downward movement of the vehicle's center of gravity, obtain a third duration for downward movement of the vehicle's center of gravity; and when the third duration is greater than the third duration threshold for downward movement of the vehicle's center of gravity, determine that the vehicle's current condition is that the vehicle has entered the ramp condition.

[0194] In one embodiment, the ramp response condition includes the vehicle having entered the ramp condition. The determining module 10 is further configured to, when the vehicle's current speed is greater than a preset speed threshold, obtain the current dynamic travel of each suspension and the current vertical acceleration of the vehicle's center of gravity based on the vehicle's current state data; when the current dynamic travel of each suspension is greater than the corresponding suspension extension dynamic travel threshold and the current vertical acceleration of the vehicle's center of gravity is greater than a second acceleration threshold for downward movement of the vehicle's center of gravity, obtain a fourth duration for downward movement of the vehicle's center of gravity; and when the fourth duration is greater than the fourth duration threshold for downward movement of the vehicle's center of gravity, determine that the vehicle's current condition is that the vehicle has entered the ramp condition.

[0195] In one embodiment, the determining module 10 is further configured to: determine first damping force data corresponding to the vehicle's front axle and the current vehicle speed and the vehicle's vertical movement speed based on the vehicle's vertical movement speed and the current vehicle speed; determine second damping force data corresponding to the vehicle's front axle and the vertical acceleration of the vehicle's center of gravity and the current vehicle speed based on the current acceleration and the current vehicle speed; determine third damping force data from the first damping force data and the second damping force data based on the current operating condition; determine fourth damping force data corresponding to the vehicle's rear axle and the current vehicle speed and the vehicle's vertical movement speed based on the vehicle's vertical movement speed and the current vehicle speed; determine fifth damping force data corresponding to the vehicle's rear axle and the vertical acceleration of the vehicle's center of gravity and the current vehicle speed based on the current acceleration and the current vehicle speed; determine sixth damping force data from the fourth damping force data and the fifth damping force data based on the current operating condition; and obtain the target control damping force for each axle of the vehicle based on the third damping force data and the sixth damping force data.

[0196] In one embodiment, the fly-slope handling condition includes a vehicle about to enter a fly-slope condition, the suspension control includes fly-slope prevention control, and the control module 20 is further configured to perform fly-slope prevention control on the vehicle according to the target control damping force when the current condition is that the vehicle is about to enter a fly-slope condition; during the fly-slope prevention control process, the movement speed of each wheel relative to the vehicle body is acquired; when the movement speed of each wheel relative to the vehicle body is upward, the fly-slope prevention control is continued to be performed on the vehicle through the target control damping force until the current vehicle speed is less than or equal to a preset vehicle speed threshold or the movement speed direction of each wheel relative to the vehicle body is no longer simultaneously upward.

[0197] In one embodiment, the suspension control includes anti-flyhill control. The control module 20 is further configured to, after performing anti-flyhill control on the vehicle, acquire the motion direction of each wheel relative to the vehicle body; when the motion direction of the wheel relative to the vehicle body is downward, acquire the target control damping force of the front axle and rear axle to suppress the upward motion of the vehicle body; control the vehicle according to the target control damping force to suppress the upward motion of the vehicle body, and collect the motion speed of each wheel relative to the vehicle body during the control process; when the motion speed of each wheel relative to the vehicle body is downward, continue to control the vehicle through the target control damping force to suppress the upward motion of the vehicle body until the current vehicle speed is less than or equal to a preset vehicle speed threshold or the motion speed direction of each wheel relative to the vehicle body is no longer simultaneously downward, and exit the anti-flyhill control.

[0198] In one embodiment, the fly-up response condition includes the vehicle having entered the fly-up condition, the suspension control includes fly-up attitude control, and the control module 20 is further configured to, when the current condition is the vehicle having entered the fly-up condition, acquire the vehicle target attitude and the vehicle attitude angular velocity signal when the fly-up occurs; obtain the vehicle instantaneous attitude based on the attitude angular velocity signal; calculate the attitude deviation through the vehicle target attitude and the vehicle instantaneous attitude; and adjust the target control damping force based on the attitude deviation, with the control target being to adjust the attitude deviation to zero.

[0199] In one embodiment, the control module 20 is further configured to collect the motion speed of each wheel relative to the vehicle body during the process of controlling the vehicle's attitude on a ramp; and continuously adjust the target control damping force based on the attitude deviation when the motion speed of each wheel relative to the vehicle body is downward.

[0200] In one embodiment, the control module 20 is further configured to determine the stability control damping force of the front axle and rear axle of the vehicle based on the real-time vehicle speed when the vehicle is currently in the condition of leaving the ramp; and to perform stability control on the vehicle through the stability control damping force.

[0201] This application provides a vehicle control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the vehicle control method in Embodiment 1 above.

[0202] The following is for reference. Figure 12The diagram illustrates a structural schematic suitable for implementing vehicle control devices according to embodiments of this application. Vehicle control devices in embodiments of this application may include, but are not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 12 The vehicle control device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of this application.

[0203] like Figure 12 As shown, the vehicle control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the vehicle control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touch screens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, LCDs (Liquid Crystal Displays), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the vehicle control equipment to communicate wirelessly or wiredly with other devices to exchange data. Although the figures show vehicle control equipment with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0204] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0205] The vehicle control device provided in this application, employing the vehicle control method described in the above embodiments, can solve the technical problems of how to effectively prevent vehicles from flying off slopes, control the vehicle's dynamic attitude during flying off slopes to ensure a stable attitude after flying off slopes to improve the vehicle's handling stability after flying off slopes, and control the vehicle's stability after flying off slopes. Compared with the prior art, the beneficial effects of the vehicle control device provided in this application are the same as those of the vehicle control method provided in the above embodiments, and other technical features in this vehicle control device are the same as those disclosed in the method of the previous embodiment, and will not be repeated here.

[0206] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0207] 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.

[0208] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle control method in the above embodiments.

[0209] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash Memory), optical fibers, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0210] The aforementioned computer-readable storage medium may be included in the vehicle control equipment; or it may exist independently and not be installed in the vehicle control equipment.

[0211] The aforementioned computer-readable storage medium carries one or more programs that, when executed by a vehicle control device, cause the vehicle control device to: determine the current operating condition of the vehicle based on current vehicle state data when the vehicle's current speed is greater than a preset speed threshold, wherein the current state data represents the vehicle's vertical dynamic state information; determine the target control damping force for each axle of the vehicle based on the current operating condition; and perform suspension control on the vehicle based on the target control damping force when the vehicle's current operating condition is a flyover response condition.

[0212] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0213] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0214] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0215] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle control method. This medium can solve the technical problems of effectively preventing vehicles from flying off slopes, controlling the vehicle's dynamic attitude during flight to ensure a stable attitude after flight to improve handling stability, and controlling vehicle stability after flight. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the vehicle control method provided in the above embodiments, and will not be repeated here.

[0216] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle control method described above.

[0217] The computer program product provided in this application can solve the technical problems of how to effectively prevent vehicles from flying off slopes, control the dynamic attitude of vehicles during flying off slopes to ensure a stable attitude after flying off slopes to improve the handling stability of vehicles after flying off slopes, and control the stability of vehicles after flying off slopes. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the vehicle control method provided in the above embodiments, and will not be repeated here.

[0218] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A vehicle control method, characterized in that, The vehicle control method includes: When the vehicle's current speed is greater than a preset speed threshold, the vehicle's current operating condition is determined based on the vehicle's current state data, wherein the current state data represents the vehicle's vertical dynamic state information. Determine the target control damping force for each axle of the vehicle based on the current operating conditions. When the vehicle is currently in a ramp-fighting condition, the suspension of the vehicle is controlled according to the target control damping force.

2. The method as described in claim 1, characterized in that, The above-ground ramp handling conditions include situations where the vehicle is about to enter a ground ramp. The step of determining the vehicle's current operating condition based on current vehicle status data when the vehicle's current speed exceeds a preset speed threshold includes: When the vehicle's current speed is greater than the preset speed threshold, the current dynamic travel of each suspension and the current vertical movement speed of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current dynamic travel of each suspension is greater than the corresponding suspension compression dynamic travel threshold and the current vertical movement speed of the vehicle center of gravity is greater than the first speed threshold of the upward movement of the vehicle center of gravity, the first duration of the upward movement of the vehicle center of gravity is obtained. When the first duration is greater than the first duration threshold of the upward movement of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle is about to enter the ramp-starting condition.

3. The method as described in claim 1, characterized in that, The above-ground ramp handling conditions include situations where the vehicle is about to enter a ground ramp. The step of determining the vehicle's current operating condition based on current vehicle status data when the vehicle's current speed exceeds a preset speed threshold includes: When the vehicle's current speed is greater than a preset speed threshold, the current dynamic travel of each suspension and the current vertical acceleration of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current dynamic travel of each suspension is greater than the corresponding suspension compression dynamic travel threshold and the current vertical acceleration at the center of gravity of the vehicle body is greater than the first acceleration threshold for the upward movement of the center of gravity of the vehicle body, the second duration of the upward movement of the center of gravity of the vehicle body is obtained. When the second duration is greater than the second duration threshold for upward movement in the direction of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle is about to enter the ramp-starting condition.

4. The method as described in claim 1, characterized in that, The above-ground ramp handling conditions include situations where the vehicle has already entered a ramp. The step of determining the vehicle's current operating condition based on current vehicle status data when the vehicle's current speed exceeds a preset speed threshold includes: When the vehicle's current speed is greater than the preset speed threshold, the current dynamic travel of each suspension and the current vertical movement speed of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current dynamic travel of each suspension is greater than the corresponding suspension extension dynamic travel threshold and the current vertical movement speed of the vehicle center of gravity is greater than the second speed threshold of the downward movement of the vehicle center of gravity, the third duration of the downward movement of the vehicle center of gravity is obtained. When the third duration is greater than the third duration threshold for downward movement of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle has entered the ramp condition.

5. The method as described in claim 1, characterized in that, The above-ground ramp handling conditions include situations where the vehicle has already entered a ramp. The step of determining the vehicle's current operating condition based on current vehicle status data when the vehicle's current speed exceeds a preset speed threshold includes: When the vehicle's current speed is greater than a preset speed threshold, the current dynamic travel of each suspension and the current vertical acceleration of the vehicle's center of gravity are obtained based on the vehicle's current state data. When the current dynamic travel of each suspension is greater than the corresponding suspension extension dynamic travel threshold and the current vertical acceleration at the center of gravity of the vehicle body is greater than the second acceleration threshold for the downward movement of the center of gravity of the vehicle body, the fourth duration of the downward movement of the center of gravity of the vehicle body is obtained. When the fourth duration is greater than the fourth duration threshold for downward movement of the vehicle's center of gravity, the current operating condition of the vehicle is determined to be that the vehicle has entered the ramp condition.

6. The method as described in claim 1, characterized in that, The step of determining the target control damping force for each axle of the vehicle based on the current operating condition includes: The first damping force data corresponding to the vehicle front axle and the current vehicle speed is determined based on the vehicle's vertical movement speed and the current vehicle speed. The second damping force data corresponding to the vehicle front axle and the vehicle's center of gravity vertical acceleration and the current vehicle speed is determined based on the current acceleration and the current vehicle speed. The third damping force data is determined from the first damping force data and the second damping force data based on the current operating condition; The fourth damping force data corresponding to the vehicle's rear axle and the current vehicle speed is determined based on the vehicle's vertical movement speed and the current vehicle speed. The fifth damping force data corresponding to the vehicle's rear axle and the vertical acceleration of the vehicle's center of gravity and the current vehicle speed is determined based on the current acceleration and the current vehicle speed. The sixth damping force data is determined from the fourth damping force data and the fifth damping force data based on the current operating condition; The target control damping force for each axle of the vehicle is obtained based on the third damping force data and the sixth damping force data.

7. The method as described in claim 1, characterized in that, The jump-off response condition includes the vehicle about to enter a jump-off condition, the suspension control includes jump-off prevention control, and the step of controlling the vehicle's suspension according to the target control damping force when the vehicle is currently in a jump-off response condition includes: When the current operating condition is that the vehicle is about to enter a fly-up condition, the vehicle is controlled to prevent fly-up according to the target control damping force; During the anti-fly slope control of the vehicle, the speed of each wheel relative to the vehicle body is obtained; When the speed of each wheel relative to the vehicle body is upward, the vehicle continues to be controlled to prevent skidding by the target control damping force until the current vehicle speed is less than or equal to the preset vehicle speed threshold or the speed of each wheel relative to the vehicle body is no longer upward at the same time.

8. The method as described in claim 1, characterized in that, The suspension control includes anti-flyaway control. Following the step of controlling the vehicle's suspension according to the target control damping force when the vehicle's current operating condition is a flyaway response condition, the system further includes: After implementing anti-fly slope control for the vehicle, the movement direction of each wheel relative to the vehicle body is obtained; When the direction of motion of the wheel relative to the vehicle body is downward, the target control damping force of the front axle and rear axle of the vehicle is obtained to inhibit the upward motion of the vehicle body. The vehicle is controlled by a damping force that is designed to suppress the upward movement of the vehicle body, and the speed of each wheel relative to the vehicle body is collected during the control process. When the speed of each wheel relative to the vehicle body is downward, the vehicle continues to be controlled by the target control damping force that inhibits the upward movement of the vehicle body until the current vehicle speed is less than or equal to the preset vehicle speed threshold or the speed of each wheel relative to the vehicle body is no longer downward at the same time, and the anti-fly slope control is exited.

9. The method as described in claim 1, characterized in that, The jump-slope response conditions include when the vehicle has entered the jump-slope condition, and the suspension control includes jump-slope attitude control. The step of controlling the vehicle's suspension based on the target control damping force when the vehicle is currently in a high-speed ramp-handling condition includes: When the current working condition is that the vehicle has entered the fly-up condition, the target attitude of the vehicle and the attitude angular velocity signal of the vehicle when the fly-up occurs are acquired. The instantaneous attitude of the vehicle is calculated based on the attitude angular velocity signal; The attitude deviation is calculated using the target vehicle attitude and the instantaneous vehicle attitude. The target control damping force is adjusted based on the attitude deviation to control the vehicle's attitude during ramp jumps, with the control objective being to adjust the attitude deviation to zero.

10. The method as described in claim 9, characterized in that, The method further includes: During the process of controlling the vehicle's attitude on a ramp, the relative speed of each wheel to the vehicle body is collected. When the speed of each wheel relative to the vehicle body is downward, the target control damping force is continuously adjusted based on the attitude deviation.

11. The method as described in claim 1, characterized in that, After the step of controlling the vehicle's suspension according to the target control damping force when the vehicle is currently in a ramp-fighting condition, the method further includes: When the vehicle is currently in the condition of leaving the ramp, the stability control damping force of the front and rear axles is determined based on the real-time vehicle speed. The stability of the vehicle is controlled by the stability control damping force.

12. A vehicle control device, characterized in that, The device includes: The determination module is used to determine the current operating condition of the vehicle based on the current vehicle state data when the current vehicle speed is greater than a preset vehicle speed threshold. The current state data represents the vertical dynamic state information of the vehicle. The determining module is also used to determine the target control damping force of each axle of the vehicle based on the current operating conditions. The control module is used to control the vehicle's suspension according to the target control damping force when the vehicle is currently in a ramp-fighting condition.

13. A vehicle control device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle control method as described in any one of claims 1 to 11.

14. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the vehicle control method as described in any one of claims 1 to 11.

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