Vehicle suspension control method and device, vehicle and storage medium

Abstract

The embodiment of the invention relates to the technical field of vehicles, and discloses a vehicle suspension control method and device, a vehicle and a storage medium, and the method comprises the steps: obtaining three-dimensional topographic data of an area where a ramp to be passed is located, vehicle body posture data of the vehicle, and real-time ground clearance data; according to the three-dimensional topographic data, the vehicle body attitude data and the real-time ground clearance data, determining expected suspension parameters when the vehicle passes through the ramp to be passed; and adjusting an air suspension system of the vehicle according to the expected suspension parameters when the vehicle is a first preset distance away from the to-be-passed ramp. By means of the technical scheme, the risk that the vehicle is frequently collided with the chassis when going in and out of the ramp can be reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, specifically to a vehicle suspension control method, device, vehicle, and storage medium. Background Technology

[0002] Intelligent driving technology, as the core carrier of the deep integration of artificial intelligence and transportation, has become a strategic high ground for the new round of technological revolution and industrial transformation. Intelligent driving technology also shows extremely high demand for suspension control systems.

[0003] With the increase in urban underground parking garages and other similar scenarios, vehicles are now frequently at risk of chassis collisions when entering and exiting ramps, which is especially significant for vehicles with low chassis. Summary of the Invention

[0004] In view of the above problems, embodiments of the present invention provide a vehicle suspension control method, device, vehicle and storage medium to solve the technical problem of the risk of collision when vehicles enter and exit storage facilities in the prior art.

[0005] According to one aspect of the present invention, a method for controlling a vehicle suspension is provided, the method comprising:

[0006] Acquire 3D terrain data of the area where the ramp to be traversed is located, vehicle body posture data, and real-time ground clearance data;

[0007] Based on the three-dimensional terrain data, the vehicle body posture data, and the real-time ground clearance data, the desired suspension parameters for the vehicle when passing through the ramp to be traversed are determined.

[0008] At a first preset distance from the ramp to be traversed, the vehicle's air suspension system is adjusted according to the desired suspension parameters.

[0009] According to another aspect of the present invention, a vehicle suspension control device is provided, comprising:

[0010] The acquisition module is used to acquire three-dimensional terrain data of the area where the ramp to be passed is located, vehicle body posture data, and real-time ground clearance data.

[0011] The determination module is used to determine the desired suspension parameters of the vehicle when it passes through the ramp to be traversed, based on the three-dimensional terrain data, the vehicle posture data, and the real-time ground clearance data.

[0012] An adjustment module is used to adjust the vehicle's air suspension system according to the desired suspension parameters at a first preset distance from the ramp to be traversed.

[0013] According to another aspect of the present invention, a vehicle is provided, comprising: a processor, a memory, a communication interface, and a communication bus, wherein the processor, the memory, and the communication interface communicate with each other via the communication bus;

[0014] The memory is used to store at least one executable instruction that causes the processor to perform operations such as the vehicle suspension control method described above.

[0015] According to another aspect of the present invention, a computer-readable storage medium is provided:

[0016] The storage medium stores at least one executable instruction that causes the vehicle suspension control device / vehicle to perform operations as described above in the vehicle suspension control method.

[0017] According to another aspect of the present invention, a computer program product is provided, including a computer program that, when executed by a processor, causes a vehicle suspension control device / vehicle to perform the operation of the above-described method.

[0018] This invention acquires three-dimensional terrain data of the area where the ramp to be traversed is located, vehicle body posture data, and real-time ground clearance data. Based on the three-dimensional terrain data, vehicle body posture data, and real-time ground clearance data, it determines the desired suspension parameters for the vehicle when traversing the ramp. At a first preset distance from the ramp, the vehicle's air suspension system is adjusted according to the desired suspension parameters. This technical solution, by fusing three-dimensional terrain data, vehicle body posture data reflecting real-time dynamics, and real-time ground clearance data directly characterizing chassis passability, can proactively pre-adjust the air suspension system based on the desired suspension parameters calculated from the aforementioned multi-source information before the vehicle approaches the ramp. This solves the chassis collision risk caused by response delay, perception limitations, and control discretization in current solutions in both spatiotemporal dimensions, significantly improving traversal safety and ride comfort in complex ramp scenarios.

[0019] The above description is merely an overview of the technical solutions of the embodiments of the present invention. In order to better understand the technical means of the embodiments of the present invention and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0020] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0021] Figure 1A schematic diagram of the structure of the vehicle suspension control system provided by the present invention is shown;

[0022] Figure 2 A flowchart of a first embodiment of the vehicle suspension control method provided by the present invention is shown;

[0023] Figure 3 A flowchart of a second embodiment of the vehicle suspension control method provided by the present invention is shown;

[0024] Figure 4 A flowchart of a third embodiment of the vehicle suspension control method provided by the present invention is shown;

[0025] Figure 5 A flowchart of a fourth embodiment of the vehicle suspension control method provided by the present invention is shown;

[0026] Figure 6 A schematic diagram of an embodiment of the vehicle suspension control device provided by the present invention is shown;

[0027] Figure 7 A structural schematic diagram of an embodiment of the vehicle provided by the present invention is shown. Detailed Implementation

[0028] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0029] The global automotive industry is currently undergoing unprecedented changes. Intelligent driving technology, as a core carrier of the deep integration of artificial intelligence and transportation, has become a strategic high ground in the new round of technological revolution and industrial transformation. Furthermore, intelligent driving technology places extremely high demands on suspension control systems. As a core component of the automotive chassis, the suspension control system not only plays a vital role in buffering road impacts and ensuring vehicle stability, but is also crucial for improving vehicle handling performance and driving safety.

[0030] With the increasing prevalence of underground parking garages in cities, traditional vehicles frequently face the risk of chassis collisions when entering and exiting ramps, especially for low-chassis sedans or SUVs.

[0031] In the current era of gasoline-powered vehicles and early electric vehicles, anti-collision chassis solutions mainly rely on mechanical structure modifications and passive warning mechanisms. Their technical logic exhibits the following potential limitations:

[0032] 1) Response lag, requiring physical contact with the ramp to trigger hydraulic / mechanical jacking;

[0033] 2) Lack of global perception, relying on single-point ultrasonic radar or driver experience for judgment;

[0034] 3) The control is discretized, relying on a pre-programmed fixed height adjustment strategy, which cannot perceive three-dimensional terrain features such as parking garage slope and speed bumps in real time, and cannot be linked with the dynamic parameters of the whole vehicle in real time.

[0035] 4) Some luxury models use ultrasonic radar to monitor ground clearance, but there are blind spots (such as steep slope transition areas), and the response delay often leads to chassis scraping.

[0036] 5) The hydraulic lift system (HLS) of general vehicles forcibly raises the vehicle body by strongly intervening in the suspension geometry. Although it can achieve an instantaneous increase in ground clearance of 10-15cm, it has problems such as high energy consumption (requiring an additional hydraulic pump station), complex maintenance (risk of seal aging) and damage to the original suspension calibration. Semi-active suspension solutions (such as Continuous Damping Control (CDC) damping adjustment) can only suppress the amplitude of vehicle body undulation and are ineffective on steep slopes with insufficient static height.

[0037] Based on the aforementioned technical problems, the technical concept of this invention is as follows: Current passive or reactive solutions are limited by the locality of perception and the lag in control. Therefore, the key to solving the problem lies in adjusting the suspension in advance. To act in advance, road conditions must be known beforehand. Thus, by utilizing pre-loaded three-dimensional terrain data of the slope, combined with real-time vehicle posture data, and supplemented by real-time ground clearance data to confirm the actual ground clearance, the optimal desired suspension parameters can be calculated before the vehicle even contacts the obstacle. Based on this, the air suspension system can be adjusted in advance, thereby bridging the gap between perception and execution in the spatiotemporal dimension and fundamentally solving the collision problem caused by response delay.

[0038] Based on the above technical concept, Figure 1 A schematic diagram of the structure of the vehicle suspension control system provided by the present invention is shown, as follows: Figure 1 As shown, the vehicle suspension control system includes: a cloud data layer, a control decision layer, a vehicle-side perception layer, and an actuator layer.

[0039] For example, the above modules are briefly described below; for details not covered, please refer to the following embodiments:

[0040] For the cloud data layer: Establish a three-dimensional digital twin model of the underground parking garage, storing topological data such as ramp curvature, slope angle, speed bump three-dimensional data, and coordinates;

[0041] The pre-loading module in the vehicle perception layer acquires target parking model data through Vehicle to everything (V2X) communication; the real-time perception module in the vehicle perception layer generates point cloud data through 4D millimeter-wave radar, outputs images through binocular vision, and outputs the measured ground clearance value in real time after fusion, combined with vehicle speed sensor, inertial measurement unit (IMU) six-axis sensor, and vehicle height sensor to monitor vehicle attitude data in real time;

[0042] The control decision layer uses a Kalman filter to perform spatiotemporal alignment of preloaded data and real-time perceived data (to compensate for communication delays); the control system fuses, compares, and comprehensively analyzes the prior information provided by the cloud map and the real-time information provided by the sensors of the Advanced Driver Assistance Systems (ADAS), and dynamically calculates the desired suspension height, optimal stiffness coefficient, and damping coefficient based on the kinematic model;

[0043] The actuator layer undergoes pre-adjustment before passing: pre-adjustment is triggered at a distance of 50m from the ramp (adjustable), the air spring airbags inflate and deflate to change the suspension height and spring stiffness, and the CDC / Magnetic Ride Control (MRC) dampers adjust the damping force; real-time fine-tuning is performed during passage: dynamic compensation is made according to changes in vehicle posture; and restoration is performed after passage: the suspension is restored to its original state after completely exiting or entering the ramp.

[0044] Based on the above technical concept and system embodiments, the technical solution of the present invention will be described in detail through specific embodiments. The subject of the present invention is a vehicle. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0045] Figure 2 A flowchart of a first embodiment of the vehicle suspension control method provided by the present invention is shown, the method being executed by a vehicle. Figure 2 As shown, the method includes the following steps:

[0046] Step 21: Obtain the three-dimensional terrain data of the area where the ramp to be traversed is located, the vehicle's body posture data, and the real-time ground clearance data;

[0047] In this step, when a vehicle enters or exits an area with a ramp, such as an underground parking garage or a ramp road, a three-dimensional digital twin model of the area where the ramp is located is retrieved from the cloud via V2X communication, and the three-dimensional terrain data is determined from it.

[0048] Meanwhile, the vehicle-side perception module (such as 4D millimeter-wave radar, binocular vision, IMU sensor, etc.) collects vehicle attitude data (such as pitch angle, roll angle, height change) and real-time ground clearance data (such as the real-time distance between at least one position in the chassis and the road surface).

[0049] Optional, the three-dimensional terrain data includes: slope curvature, slope angle, and three-dimensional data and coordinate data of speed bumps.

[0050] In this implementation, the three-dimensional digital twin model (BIM) of the area where the ramp to be traversed is located (e.g., the basement) can include: three-dimensional data corresponding to the ramp curvature, slope angle, and the outline of the speed bump, as well as coordinate data such as its precise coordinates.

[0051] Optionally, one possible implementation of step 21 could be:

[0052] Step 1: Obtain the building information model or digital twin model of the area where the ramp to be passed is located from the cloud via vehicle-to-cloud communication or V2X.

[0053] In this implementation, a connection is established with the cloud through the vehicle's onboard communication module. Using V2X, a request is sent to the map server in the cloud and the terrain information model, building information model, or digital twin model data file of the area where the ramp to be passed is located is received.

[0054] Step 2: Extract 3D terrain data from the BIM or digital twin model.

[0055] In this implementation, the received terrain information model, building information model, or digital twin model is parsed to extract key terrain feature parameters, including the curvature radius and slope angle of the ramp, the three-dimensional data and coordinate data of the speed bump, and the data is structured and stored as a spatial topology dataset that can be used for subsequent suspension control, referred to as three-dimensional terrain data.

[0056] Step 22: Based on the three-dimensional terrain data, vehicle posture data, and real-time ground clearance data, determine the desired suspension parameters for the vehicle when passing through the ramp to be traversed;

[0057] In this step, the terrain features in the 3D terrain data are fused and analyzed with the real-time vehicle attitude data and real-time ground clearance data to calculate the suspension parameters required for the vehicle to pass through slopes or speed bumps, which are denoted as the desired suspension parameters.

[0058] Optional, desired suspension parameters include: suspension height, stiffness coefficient, and damping coefficient.

[0059] In this implementation, the suspension height can be the desired height that the air spring can reach; the stiffness coefficient can be the desired support stiffness that the air spring needs to provide; and the damping coefficient can be the desired damping force that the shock absorber needs to achieve.

[0060] For example, regarding suspension height:

[0061] When a vehicle is going uphill, the suspension compresses, the approach angle is smaller, and the risk of the front bumper / chassis bottoming out is high. Therefore, the suspension height at this time is to raise the front overhang to increase the approach angle, while the rear overhang can be slightly raised to keep the vehicle level or slightly tilted forward.

[0062] When a vehicle is going downhill, the rear suspension compresses, the departure angle is smaller, and the risk of the exhaust pipe / rear chassis bottoming out is high. Therefore, in this situation, the suspension height is increased by raising the rear suspension to increase the departure angle, while the front suspension can be slightly raised.

[0063] For example, regarding stiffness coefficients:

[0064] When the front wheels impact a speed bump, the stiffness of the front air springs increases to provide more direct support, slowing down the suspension compression and preventing bottoming out (even with increased height, stiffness is still needed under severe impact). During the rebound phase after the impact, the stiffness is restored or appropriately reduced to help absorb energy and reduce the upward impact. Similarly, when the rear wheels impact a speed bump, the stiffness of the rear air springs increases to prevent excessive compression and bottoming out of the rear suspension.

[0065] For example, regarding the damping coefficient:

[0066] When a vehicle goes uphill, its center of gravity shifts backward, the rear suspension compresses, and the front suspension extends. It is necessary to increase the compression damping of the rear suspension and the extension damping of the front suspension to help suppress excessive rearward tilting of the vehicle body. When the wheels move upward and hit the speed bump, the damping force needs to be significantly reduced so that the wheels can quickly and smoothly lift up and roll over the speed bump. This avoids the wheels being stuck due to excessive damping, thereby reducing the peak impact force and harshness transmitted to the vehicle body.

[0067] When a vehicle is going downhill, its center of gravity shifts forward, the front suspension compresses, and the rear suspension extends. It is necessary to increase the compression damping of the front suspension and the extension damping of the rear suspension to help suppress excessive forward pitching (e.g., vehicle nose-diving). After the wheels have moved downhill over the high point of a speed bump, the extension (i.e., recovery) damping needs to be quickly increased to a medium-to-stiff level to suppress rapid wheel rebound and downward slamming, preventing the wheels from violently impacting the ground after being suspended in the air, and also reducing the resulting vehicle sway (e.g., pitching).

[0068] Step 23: At the first preset distance from the ramp to be traversed, adjust the vehicle's air suspension system according to the desired suspension parameters.

[0069] In this step, when the vehicle travels to the first preset distance from the ramp to be traversed, the suspension height and stiffness are changed by adjusting the inflation and deflation of the air springs in the air suspension system according to the desired suspension parameters, and the damping force of the CDC or MRC shock absorbers is adjusted simultaneously, so that the air suspension system can enter a state that adapts to the terrain of the ramp to be traversed in advance.

[0070] For example, the first preset distance could be 50m.

[0071] Furthermore, the method can also perform the following: when the vehicle is detected to have left the second preset distance of the ramp to be traversed, restore the suspension parameters corresponding to the vehicle's air suspension system.

[0072] In this implementation, when the vehicle leaves the ramp to be passed and reaches a second preset distance (e.g., 50 meters), the height, stiffness coefficient, and damping coefficient of the air suspension are restored to the calibrated suspension parameters in the normal driving mode of the vehicle or the suspension parameters before the implementation of this method, so as to ensure ride comfort and energy economy under normal road conditions.

[0073] The vehicle suspension control method provided in this invention acquires three-dimensional terrain data of the area where the ramp to be traversed is located, vehicle body posture data, and real-time ground clearance data; determines the desired suspension parameters for the vehicle when traversing the ramp based on the three-dimensional terrain data, vehicle body posture data, and real-time ground clearance data; and adjusts the vehicle's air suspension system according to the desired suspension parameters at a first preset distance from the ramp. This technical solution, by fusing three-dimensional terrain data, vehicle body posture data reflecting real-time dynamics, and real-time ground clearance data directly characterizing chassis passability, can proactively pre-adjust the air suspension system based on the desired suspension parameters calculated from the aforementioned multi-source information before the vehicle approaches the ramp. This solves the chassis collision risk caused by response delay, perception limitations, and control discretization in current solutions in both spatiotemporal dimensions, significantly improving traversal safety and ride comfort in complex ramp scenarios.

[0074] Based on the above embodiments, Figure 3 A flowchart of a second embodiment of the vehicle suspension control method provided by the present invention is shown, the method being executed by the vehicle. Figure 3 As shown, step 22 may include the following steps:

[0075] Step 31: Based on the vehicle body posture data, convert the three-dimensional terrain data into three-dimensional terrain data based on the vehicle body coordinate system;

[0076] In this step, the three-dimensional terrain data (such as slope curvature, slope angle, and three-dimensional coordinates of speed bumps) obtained from the cloud are spatiotemporally aligned with the vehicle attitude data (such as position, heading angle, pitch angle, and roll angle) collected in real time by the vehicle.

[0077] For example, by fusing vehicle positioning information (e.g., GNSS+IMU) with the timestamps and coordinate systems of 3D terrain data using Kalman filtering, the terrain features in the global coordinate system can be transformed into the vehicle's current body coordinate system, generating 3D terrain data synchronized with the vehicle's motion state.

[0078] Step 32: Based on the converted 3D terrain data and real-time ground clearance data, determine the desired suspension parameters for the vehicle when passing through the ramp to be traversed.

[0079] In this step, based on the terrain in the vehicle coordinate system of the converted 3D terrain data (e.g., the slope of the ramp ahead, the relative position and height of the speed bump), combined with real-time ground clearance data, the desired suspension parameters to prevent chassis collisions when the vehicle passes through the terrain are calculated.

[0080] Optionally, one possible implementation of step 32 could be:

[0081] Step 1: Perform data fusion processing on the converted 3D terrain data and real-time ground clearance data to obtain navigable terrain data;

[0082] In this implementation, the converted three-dimensional terrain data (i.e., three-dimensional terrain information such as ramps and speed bumps in the vehicle coordinate system) is fused with real-time ground clearance data.

[0083] For example, by using rasterization or surface fitting methods, combined with radar point cloud and visual perception data, drivability terrain data including road surface elevation, obstacle height, slope changes, and their relative vehicle positions can be generated.

[0084] Step 2: Based on the accessibility terrain data and kinematic model, determine the desired suspension parameters for the vehicle when passing through the ramp to be traversed.

[0085] In this implementation, based on drivability terrain data, the vehicle's kinematic model is invoked, and parameters such as current vehicle speed, wheelbase, and suspension range of motion are combined to dynamically simulate the desired trajectory of key points of the vehicle chassis (e.g., the lowest point).

[0086] By calculating the minimum distance between the desired trajectory and the terrain surface in the drivability terrain data, and combining it with a preset safety margin, the suspension height, stiffness coefficient and damping coefficient required to achieve interference-free passage are calculated in real time and recorded as the desired suspension parameters.

[0087] Optionally, one possible implementation of step 2 could be the following:

[0088] 1) Based on the drivability terrain data and kinematic model, determine the dynamic ground clearance data of key parts of the vehicle chassis on the expected travel trajectory;

[0089] In this implementation, the drivability terrain data of the area the vehicle is about to pass through is first acquired and then coupled with the vehicle's kinematic model (e.g., geometric parameters such as wheelbase, track width, and suspension travel characteristics) for calculation. By simulating the spatial position changes of key chassis points (e.g., the lower edge of the front bumper, the corresponding position of the engine oil pan, and the rear axle bevel) with terrain undulations as the vehicle travels along the expected trajectory, the minimum ground clearance data at each moment is dynamically calculated, i.e., the dynamic ground clearance data on the expected travel trajectory.

[0090] 2) Based on the dynamic ground clearance data, determine the suspension height, air spring stiffness coefficient, and shock absorber damping coefficient for the front and rear suspensions of the vehicle, respectively.

[0091] In this implementation, based on the dynamic ground clearance data calculated in step 1, the required lift amount, i.e., suspension height, is calculated by back-calculating the location and time point where the dynamic ground clearance is weakest. At the same time, combined with the estimated load distribution of the vehicle at this time, the control algorithm calculates the stiffness coefficient that the air spring needs to increase to support the lifted body, and the damping coefficient that the shock absorber needs to adjust to suppress pitch oscillations that may be caused during the lifting process.

[0092] 3) The suspension height, air spring stiffness coefficient, and shock absorber damping coefficient of the front and rear suspensions of the vehicle are determined as the desired suspension parameters.

[0093] In this implementation, the suspension height, air spring stiffness coefficient, and shock absorber damping coefficient calculated for the front and rear suspensions respectively are packaged and encapsulated into complete desired suspension parameters.

[0094] Then, the instruction set corresponding to the desired suspension parameters is sent to the chassis domain controller or air suspension control unit as the final execution target to achieve smooth operation of the vehicle after entering the slope.

[0095] Furthermore, the vehicle can continuously upload actual traffic data of the underground parking garage (including real-time changes such as speed bump position shift and road surface settlement) to the cloud. Based on this actual traffic data, the cloud continuously iterates and updates the building information model or digital twin model of the area where the ramp to be passed is located, continuously optimizes the kinematic model, and deploys it to the vehicle to respond to the real-time changes of complex road conditions in different underground parking garages in the most optimized way, and minimizes chassis collisions.

[0096] The vehicle suspension control method provided in this invention converts three-dimensional terrain data into three-dimensional terrain data based on the vehicle's body coordinate system according to the vehicle's attitude data. Based on the converted three-dimensional terrain data and real-time ground clearance data, the desired suspension parameters for the vehicle when passing through a ramp are determined. This solution aligns and converts static three-dimensional terrain data from a cloud map with the vehicle's real-time position and attitude, ensuring a precise correspondence between the terrain data and the vehicle's current state. Combined with real-time ground clearance data, the relative positional relationship between the vehicle chassis and the road surface can be accurately determined. This allows for the calculation of the minimum suspension height, stiffness, and damping parameters required to prevent chassis scraping while maintaining vehicle stability, thereby improving passability while ensuring ride comfort.

[0097] Based on the above embodiments, Figure 4 A flowchart of a third embodiment of the vehicle suspension control method provided by the present invention is shown, the method being executed by a vehicle. Figure 4 As shown, the method may further include the following steps:

[0098] Step 41: When the vehicle is detected entering the ramp, acquire the vehicle's center of gravity data;

[0099] In this step, when the vehicle enters the ramp, the vehicle's center of gravity data is acquired and calculated in real time by the vehicle height sensor, inertial measurement unit, or suspension displacement sensor.

[0100] The center of gravity data includes the displacement and rate of change of the center of gravity in the longitudinal, lateral, and vertical directions.

[0101] Step 42: Update the desired suspension parameters based on the center of gravity data and real-time ground clearance data;

[0102] In this step, based on the current center of gravity data and real-time ground clearance data, combined with the slope geometry (e.g., slope angle, curvature), the desired suspension parameters are dynamically corrected. That is, the suspension height is adjusted to compensate for the pitch attitude change caused by the center of gravity shift, and the stiffness coefficient and damping coefficient are simultaneously optimized to suppress vehicle body roll.

[0103] Suspension height update: Based on the current front and rear axle loads and pitch angles, the theoretical ground clearance of the lowest point of the chassis is calculated through the kinematic relationship of the suspension. This is compared with the perceived real-time ground clearance, and the height value is dynamically adjusted to ensure the minimum safe clearance.

[0104] Stiffness coefficient update: Adjust the air pressure value of the air spring proportionally based on the load distribution changes indicated by the center of gravity data;

[0105] Damping coefficient update: Based on the center of gravity transfer rate and vehicle pitch / roll angular velocity in the center of gravity data, the damping coefficient is output by looking up a table or calculating in real time the damping force-velocity characteristic curve corresponding to the current operating condition of the vehicle.

[0106] Optionally, one possible implementation of step 42 could be:

[0107] Step 1: If the center of gravity data indicates that the vehicle's center of gravity has shifted backward, and the minimum ground clearance value in the real-time ground clearance data is less than the first preset threshold, update the desired suspension parameters according to the first update strategy.

[0108] The first update strategy includes: increasing the rear suspension height by a first preset value, increasing the rear suspension stiffness coefficient by a second preset value, and increasing the rear suspension damping coefficient by a third preset value.

[0109] In this implementation, if the center of gravity data indicates that the vehicle's center of gravity has shifted rearward, the vehicle is considered to be on an uphill slope. By monitoring the minimum ground clearance value in the vehicle's real-time ground clearance data, the system identifies whether the vehicle is in a condition of rear overload and risk of bottoming out at the rear of the chassis, and updates the desired suspension parameters accordingly.

[0110] At this point, the first update strategy is triggered: First, the rear suspension height is increased by a first preset value to physically increase the vertical distance between the rear axle and the ground, preventing the chassis from being scraped by hilltops or protrusions; at the same time, the stiffness coefficient of the rear suspension is increased by a second preset value to support the additional load and prevent the suspension from bottoming out due to excessive compression of the vehicle body; then, the damping coefficient is increased by a third preset value to quickly suppress the excessive bouncing and pitching oscillations that may be caused by the increase in stiffness and road impacts, thereby ensuring the vehicle's passability and stability under conditions of rearward shift of the center of gravity.

[0111] Step 2: If the center of gravity data indicates that the vehicle's center of gravity has shifted forward, and the minimum ground clearance value in the real-time ground clearance data is less than the second preset threshold, update the desired suspension parameters according to the second update strategy.

[0112] The second update strategy includes: increasing the suspension height of the front suspension by a fourth preset value, increasing the stiffness coefficient of the front suspension by a fifth preset value, and increasing the damping coefficient of the front suspension by a sixth preset value.

[0113] In this implementation, if the center of gravity data indicates that the vehicle's center of gravity has shifted forward, the vehicle is considered to be on a downhill slope. By monitoring the minimum ground clearance value in the vehicle's real-time ground clearance data, the system identifies whether the vehicle is in a condition of front overload and risk of bottoming out at the front and rear of the chassis, and updates the desired suspension parameters accordingly.

[0114] At this point, the second update strategy is triggered: by increasing the front suspension height by the fourth preset value, the distance between the front bumper and the area under the engine and the slope is directly increased to prevent the risk of the vehicle hitting its nose due to nose-diving; in conjunction with increasing the front suspension stiffness by the fifth preset value, the increased vertical load on the front axle is addressed to maintain the effective suspension travel; at the same time, the damping coefficient is increased by the sixth preset value to use stronger damping force to quickly attenuate the impact energy generated by the front suspension's stretching and compression, ensuring the stability of the vehicle's front posture and enabling safe descent or passage through concave sections of the slope.

[0115] It should be understood that the first, second, third, fourth, fifth, and sixth preset values ​​can all be designed in a stepped manner based on experimental results, custom settings, or the size of the minimum ground clearance value.

[0116] Step 43: Adjust the vehicle's air suspension system according to the updated desired suspension parameters.

[0117] In this step, based on the updated desired suspension parameters, the suspension height and stiffness are changed by adjusting the inflation and deflation of the air springs, and the damping force threshold of the CDC / MRC shock absorbers is adjusted in real time, so that the air suspension system maintains the set attitude and dynamic response characteristics under the current slope conditions.

[0118] The vehicle suspension control method provided in this invention acquires the vehicle's center of gravity data when the vehicle enters a slope; updates the desired suspension parameters based on the center of gravity data and real-time ground clearance data; and adjusts the vehicle's air suspension system based on the updated desired suspension parameters. This technical solution, by monitoring the center of gravity change data in real time during the vehicle's entry into the slope, can perceive the dynamic load transfer caused by the slope (such as the center of gravity shifting backward when going uphill and forward when going downhill). Combined with real-time ground clearance data, it dynamically corrects the desired suspension parameters, such as suspension height, stiffness, and damping, to compensate for suspension compression or extension caused by the center of gravity transfer. This suppresses vehicle pitch and sway, thus balancing passability and driving stability in complex slope conditions.

[0119] Based on the above embodiments, Figure 5 A flowchart of a fourth embodiment of the vehicle suspension control method provided by the present invention is shown, the method being executed by a vehicle. Figure 5 As shown, the method may further include the following steps:

[0120] Step 51: The vehicle enters the underground parking garage area;

[0121] Step 52: Obtain the basement model using V2X;

[0122] Step 53: Trigger 50m pre-adjustment;

[0123] Step 54: Real-time sensing and monitoring;

[0124] Step 55: Determine if it is normal; if yes, proceed to step 57; if no, proceed to step 56.

[0125] Step 56: Update suspension parameters; then proceed to step 58.

[0126] Step 57, Maintain parameters

[0127] Step 58: Restore the vehicle after driving out.

[0128] The vehicle suspension control method provided in this embodiment of the invention has the following technical effects:

[0129] Technical effect 1, spatiotemporal dual-dimensional compensation mechanism: By acquiring underground parking garage topology data in advance through the vehicle cloud map and combining it with the ADAS intelligent perception system to monitor road information in real time, the risk of chassis collision when the local parking garage is in a blind spot (such as a sharp turn or slope) or when there are sudden changes in road conditions is avoided.

[0130] Technical effect 2, predictive control: The innovative setting of a 50m pre-adjustment trigger distance, combined with load sensors and vehicle speed prediction models, calculates the optimal suspension parameters in advance and makes pre-adjustments, which makes up for the shortcomings of traditional suspension response delay (air springs or active hydraulic suspensions require a certain amount of time to adjust height) that cause chassis scraping.

[0131] Technical effect 3, precise control: The adjusted height is not a fixed height in off-road mode, but a precisely calculated minimum height required to avoid obstacles on the current road surface (usually with a safety margin). Combined with the coordinated adjustment of stiffness and damping force, unnecessary energy consumption and damage to driving posture can be avoided.

[0132] Technical effect 4, continuous cloud evolution capability: The vehicle cluster continuously uploads underground parking data (including real-time changes such as speed bump position shift and road surface settlement). Based on the data of a large number of vehicles passing through the underground parking, the cloud continuously iterates and updates the map information, continuously optimizes the map model and system control algorithm of the underground parking, and can cope with the real-time changes of complex road conditions in different underground parking in the most optimized way, and minimize the risk of chassis collisions.

[0133] Technical benefit 5, data sharing: The established vehicle cloud map can be shared among vehicles of the same model or brand, which can greatly improve the success rate of vehicles passing through unfamiliar parking garages for the first time and avoid chassis damage.

[0134] Figure 6 A schematic diagram of an embodiment of the vehicle suspension control device provided by the present invention is shown. Figure 6 As shown, the device includes:

[0135] The acquisition module 61 is used to acquire the three-dimensional terrain data of the area where the ramp to be passed is located, the vehicle body posture data, and the real-time ground clearance data.

[0136] The determination module 62 is used to determine the desired suspension parameters of the vehicle when passing through the ramp to be traversed, based on the three-dimensional terrain data, vehicle posture data, and real-time ground clearance data.

[0137] The adjustment module 63 is used to adjust the vehicle's air suspension system according to the desired suspension parameters at a first preset distance from the ramp to be traversed.

[0138] In one or more embodiments, the determining module 62 determines the desired suspension parameters of the vehicle when passing through the ramp to be traversed, based on three-dimensional terrain data, vehicle posture data, and real-time ground clearance data, specifically for:

[0139] Based on the vehicle body posture data, the three-dimensional terrain data is converted into three-dimensional terrain data based on the vehicle body coordinate system;

[0140] Based on the converted 3D terrain data and real-time ground clearance data, the desired suspension parameters for the vehicle when passing through the ramp are determined.

[0141] In one or more embodiments, the determining module 62 determines the desired suspension parameters for the vehicle when passing through the ramp based on the converted three-dimensional terrain data and real-time ground clearance data, specifically for:

[0142] The converted 3D terrain data and real-time ground clearance data are fused to obtain navigable terrain data.

[0143] Based on the accessibility terrain data and kinematic model, the desired suspension parameters for the vehicle when passing through the ramp to be traversed are determined.

[0144] In one or more embodiments, the determining module 62 determines the desired suspension parameters for the vehicle when traversing a ramp based on traversability terrain data and a kinematic model, specifically for:

[0145] Based on the drivability terrain data and kinematic model, determine the dynamic ground clearance data of key parts of the vehicle chassis on the expected travel trajectory;

[0146] Based on dynamic ground clearance data, determine the suspension height, air spring stiffness coefficient, and shock absorber damping coefficient for the front and rear suspensions of the vehicle, respectively.

[0147] The desired suspension parameters are determined by the suspension height, air spring stiffness coefficient, and shock absorber damping coefficient of the front and rear suspensions of the vehicle, respectively.

[0148] In one or more embodiments, the determining module 62 is further configured to:

[0149] When a vehicle is detected entering a ramp to be traversed, the vehicle's center of gravity data is acquired;

[0150] Update the desired suspension parameters based on center of gravity data and real-time ground clearance data;

[0151] Adjust the vehicle's air suspension system based on the updated desired suspension parameters.

[0152] In one or more embodiments, the determining module 62 updates the desired suspension parameters based on the center of gravity data and real-time ground clearance data, specifically for:

[0153] If the center of gravity data indicates that the vehicle's center of gravity has shifted rearward, and the minimum ground clearance value in the real-time ground clearance data is less than the first preset threshold, the desired suspension parameters are updated according to the first update strategy. The first update strategy includes: increasing the rear suspension height by a first preset value, increasing the rear suspension stiffness coefficient by a second preset value, and increasing the rear suspension damping coefficient by a third preset value.

[0154] If the center of gravity data indicates that the vehicle's center of gravity has shifted forward, and the minimum ground clearance value in the real-time ground clearance data is less than the second preset threshold, the desired suspension parameters are updated according to the second update strategy. The second update strategy includes: increasing the suspension height of the front suspension by a fourth preset value, increasing the stiffness coefficient of the front suspension by a fifth preset value, and increasing the damping coefficient of the front suspension by a sixth preset value.

[0155] In one or more embodiments, the determining module 62 is further configured to:

[0156] When the vehicle is detected to have left the second preset distance of the ramp to be traversed, the suspension parameters corresponding to the vehicle's air suspension system are restored.

[0157] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical element, or they can be physically separated. Furthermore, these modules can be implemented entirely in software through processing element calls, or entirely in hardware. Alternatively, some modules can be implemented through processing element calls in software, while others can be implemented in hardware. Moreover, these modules can be integrated together or implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules can be completed through the integrated logic circuits in the hardware of the processor element or through software instructions.

[0158] As can be seen from the above, the vehicle suspension control device provided in this embodiment of the invention, by integrating three-dimensional terrain data, vehicle body posture data reflecting real-time dynamics, and real-time ground clearance data directly characterizing chassis passability, can actively pre-adjust the air suspension system based on the desired suspension parameters calculated by the above multi-source information fusion before the vehicle approaches the slope. This solves the chassis collision risk caused by response delay, perception limitations, and control discretization in the current solution in both time and space dimensions, and significantly improves the passability and ride comfort in complex slope scenarios.

[0159] Figure 7 A structural schematic diagram of an embodiment of the vehicle provided by the present invention is shown, as follows. Figure 7 As shown, the vehicle may include: a processor 72, a communications interface 74, a memory 76, and a communications bus 78.

[0160] The processor 72, communication interface 74, and memory 76 communicate with each other via communication bus 78. Communication interface 74 is used to communicate with other network elements such as clients or other servers. The processor 72 executes program 70, specifically performing the relevant steps in the above method embodiments.

[0161] Specifically, program 70 may include program code, which includes computer-executable instructions.

[0162] Processor 72 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention. The vehicle may include one or more processors of the same type, such as one or more CPUs, or processors of different types, such as one or more CPUs and one or more ASICs.

[0163] Memory 76 is used to store program 70. Memory 76 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0164] Specifically, program 70 can be called by processor 72 to cause the vehicle to perform the following operations:

[0165] Acquire 3D terrain data of the area where the ramp to be traversed is located, vehicle body posture data, and real-time ground clearance data;

[0166] Based on three-dimensional terrain data, vehicle posture data, and real-time ground clearance data, the desired suspension parameters for the vehicle when passing through the ramp to be traversed are determined.

[0167] At a first preset distance from the ramp to be traversed, the vehicle's air suspension system is adjusted according to the desired suspension parameters.

[0168] In one or more embodiments, the desired suspension parameters for the vehicle when traversing a ramp are determined based on three-dimensional terrain data, vehicle posture data, and real-time ground clearance data, including:

[0169] Based on the vehicle body posture data, the three-dimensional terrain data is converted into three-dimensional terrain data based on the vehicle body coordinate system;

[0170] Based on the converted 3D terrain data and real-time ground clearance data, the desired suspension parameters for the vehicle when passing through the ramp are determined.

[0171] In one or more embodiments, the desired suspension parameters for a vehicle traversing a ramp are determined based on the converted three-dimensional terrain data and real-time ground clearance data, including:

[0172] The converted 3D terrain data and real-time ground clearance data are fused to obtain navigable terrain data.

[0173] Based on the accessibility terrain data and kinematic model, the desired suspension parameters for the vehicle when passing through the ramp to be traversed are determined.

[0174] In one or more embodiments, the desired suspension parameters for a vehicle traversing a ramp are determined based on traversability terrain data and a kinematic model, including:

[0175] Based on the drivability terrain data and kinematic model, determine the dynamic ground clearance data of key parts of the vehicle chassis on the expected travel trajectory;

[0176] Based on dynamic ground clearance data, determine the suspension height, air spring stiffness coefficient, and shock absorber damping coefficient for the front and rear suspensions of the vehicle, respectively.

[0177] The desired suspension parameters are determined by the suspension height, air spring stiffness coefficient, and shock absorber damping coefficient of the front and rear suspensions of the vehicle, respectively.

[0178] In one or more embodiments, the following is also performed:

[0179] When a vehicle is detected entering a ramp to be traversed, the vehicle's center of gravity data is acquired;

[0180] Update the desired suspension parameters based on center of gravity data and real-time ground clearance data;

[0181] Adjust the vehicle's air suspension system based on the updated desired suspension parameters.

[0182] In one or more embodiments, updating the desired suspension parameters based on center of gravity data and real-time ground clearance data includes:

[0183] If the center of gravity data indicates that the vehicle's center of gravity has shifted rearward, and the minimum ground clearance value in the real-time ground clearance data is less than the first preset threshold, the desired suspension parameters are updated according to the first update strategy. The first update strategy includes: increasing the rear suspension height by a first preset value, increasing the rear suspension stiffness coefficient by a second preset value, and increasing the rear suspension damping coefficient by a third preset value.

[0184] If the center of gravity data indicates that the vehicle's center of gravity has shifted forward, and the minimum ground clearance value in the real-time ground clearance data is less than the second preset threshold, the desired suspension parameters are updated according to the second update strategy. The second update strategy includes: increasing the suspension height of the front suspension by a fourth preset value, increasing the stiffness coefficient of the front suspension by a fifth preset value, and increasing the damping coefficient of the front suspension by a sixth preset value.

[0185] In one or more embodiments, the following is also performed:

[0186] When the vehicle is detected to have left the second preset distance of the ramp to be traversed, the suspension parameters corresponding to the vehicle's air suspension system are restored.

[0187] As can be seen from the above, the vehicle provided by the embodiments of the present invention, by integrating three-dimensional terrain data, vehicle body posture data reflecting real-time dynamics, and real-time ground clearance data that directly characterizes chassis passability, can actively pre-adjust the air suspension system based on the desired suspension parameters calculated by the above multi-source information fusion before the vehicle approaches the slope. This solves the chassis collision risk caused by response delay, perception limitations, and control discretization in the current solution in both time and space dimensions, and significantly improves the passability and ride comfort in complex slope scenarios.

[0188] This invention provides a computer-readable storage medium storing at least one executable instruction that, when executed on a vehicle suspension control device / vehicle, causes the vehicle suspension control device / vehicle to perform the vehicle suspension control method in any of the above-described method embodiments.

[0189] Specifically, the executable instructions can be used to cause the vehicle suspension control unit / vehicle to perform the following operations:

[0190] Acquire 3D terrain data of the area where the ramp to be traversed is located, vehicle body posture data, and real-time ground clearance data;

[0191] Based on three-dimensional terrain data, vehicle posture data, and real-time ground clearance data, the desired suspension parameters for the vehicle when passing through the ramp to be traversed are determined.

[0192] At a first preset distance from the ramp to be traversed, the vehicle's air suspension system is adjusted according to the desired suspension parameters.

[0193] In one or more embodiments, the desired suspension parameters for the vehicle when traversing a ramp are determined based on three-dimensional terrain data, vehicle posture data, and real-time ground clearance data, including:

[0194] Based on the vehicle body posture data, the three-dimensional terrain data is converted into three-dimensional terrain data based on the vehicle body coordinate system;

[0195] Based on the converted 3D terrain data and real-time ground clearance data, the desired suspension parameters for the vehicle when passing through the ramp are determined.

[0196] In one or more embodiments, the desired suspension parameters for a vehicle traversing a ramp are determined based on the converted three-dimensional terrain data and real-time ground clearance data, including:

[0197] The converted 3D terrain data and real-time ground clearance data are fused to obtain navigable terrain data.

[0198] Based on the accessibility terrain data and kinematic model, the desired suspension parameters for the vehicle when passing through the ramp to be traversed are determined.

[0199] In one or more embodiments, the desired suspension parameters for a vehicle traversing a ramp are determined based on traversability terrain data and a kinematic model, including:

[0200] Based on the drivability terrain data and kinematic model, determine the dynamic ground clearance data of key parts of the vehicle chassis on the expected travel trajectory;

[0201] Based on dynamic ground clearance data, determine the suspension height, air spring stiffness coefficient, and shock absorber damping coefficient for the front and rear suspensions of the vehicle, respectively.

[0202] The desired suspension parameters are determined by the suspension height, air spring stiffness coefficient, and shock absorber damping coefficient of the front and rear suspensions of the vehicle, respectively.

[0203] In one or more embodiments, the following is also performed:

[0204] When a vehicle is detected entering a ramp to be traversed, the vehicle's center of gravity data is acquired;

[0205] Update the desired suspension parameters based on center of gravity data and real-time ground clearance data;

[0206] Adjust the vehicle's air suspension system based on the updated desired suspension parameters.

[0207] In one or more embodiments, updating the desired suspension parameters based on center of gravity data and real-time ground clearance data includes:

[0208] If the center of gravity data indicates that the vehicle's center of gravity has shifted rearward, and the minimum ground clearance value in the real-time ground clearance data is less than the first preset threshold, the desired suspension parameters are updated according to the first update strategy. The first update strategy includes: increasing the rear suspension height by a first preset value, increasing the rear suspension stiffness coefficient by a second preset value, and increasing the rear suspension damping coefficient by a third preset value.

[0209] If the center of gravity data indicates that the vehicle's center of gravity has shifted forward, and the minimum ground clearance value in the real-time ground clearance data is less than the second preset threshold, the desired suspension parameters are updated according to the second update strategy. The second update strategy includes: increasing the suspension height of the front suspension by a fourth preset value, increasing the stiffness coefficient of the front suspension by a fifth preset value, and increasing the damping coefficient of the front suspension by a sixth preset value.

[0210] In one or more embodiments, the following is also performed:

[0211] When the vehicle is detected to have left the second preset distance of the ramp to be traversed, the suspension parameters corresponding to the vehicle's air suspension system are restored.

[0212] As can be seen from the above, the vehicle suspension control device / vehicle provided in this embodiment of the invention, by integrating three-dimensional terrain data, vehicle body posture data reflecting real-time vehicle dynamics, and real-time ground clearance data directly characterizing chassis passability, can actively pre-adjust the air suspension system based on the desired suspension parameters calculated by the above multi-source information fusion before the vehicle approaches the slope. This solves the chassis collision risk caused by response delay, perception limitations, and control discretization in the current solution in both spatiotemporal dimensions, and significantly improves the passability and ride comfort in complex slope scenarios.

[0213] This invention provides a computer program product, including a computer program that, when executed by a processor, implements the operation of the vehicle suspension control method described above.

[0214] Its implementation principle and technical effects are as disclosed above.

[0215] The description of the various embodiments above tends to emphasize the differences between the various embodiments. The similarities or similarities between them can be referred to, and for the sake of brevity, they will not be repeated here.

[0216] The methods disclosed in the various method embodiments provided by this invention can be arbitrarily combined without conflict to obtain new method embodiments.

[0217] The features disclosed in the various product embodiments provided by this invention can be arbitrarily combined without conflict to obtain new product embodiments.

[0218] The features disclosed in the various method or device embodiments provided by the present invention can be arbitrarily combined without conflict to obtain new method or device embodiments.

[0219] It should be noted that the aforementioned computer-readable storage media can be ROM, Programmable Read-Only Memory (PROM), Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Ferromagnetic Random Access Memory (FRAM), Flash Memory, Magnetic Surface Memory, Optical Disc, or Compact Disc Read-Only Memory (CD-ROM), etc. It can also be various vehicles that include one or any combination of the above-mentioned storage media.

[0220] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0221] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0222] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware nodes. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, vehicle terminal, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0223] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatuses, devices, and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0224] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0225] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The algorithms or displays provided herein for the functions specified in the boxes or boxes are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments of this invention are not directed to any particular programming language.

[0226] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

Claims

1. A control method of a vehicle suspension, characterized by, The method comprises: acquiring three-dimensional terrain data of an area where a ramp to be passed is located, vehicle body posture data, and real-time ground clearance data; determining expected suspension parameters of the vehicle when passing the ramp to be passed according to the three-dimensional terrain data, the vehicle body posture data, and the real-time ground clearance data; adjusting an air suspension system of the vehicle according to the expected suspension parameters when a first preset distance from the ramp to be passed is reached.

2. The method of claim 1, wherein, The determination of the expected suspension parameters of the vehicle when passing the ramp to be passed according to the three-dimensional terrain data, the vehicle body posture data, and the real-time ground clearance data comprises: converting the three-dimensional terrain data to three-dimensional terrain data with a vehicle body coordinate system as a reference according to the vehicle body posture data; determining the expected suspension parameters of the vehicle when passing the ramp to be passed according to the converted three-dimensional terrain data and the real-time ground clearance data.

3. The method of claim 2, wherein, The determination of the expected suspension parameters of the vehicle when passing the ramp to be passed according to the converted three-dimensional terrain data and the real-time ground clearance data comprises: performing data fusion processing on the converted three-dimensional terrain data and the real-time ground clearance data to obtain passable terrain data; determining the expected suspension parameters of the vehicle when passing the ramp to be passed according to the passable terrain data and a kinematic model.

4. The method of claim 3, wherein, The determination of the expected suspension parameters of the vehicle when passing the ramp to be passed according to the passable terrain data and the kinematic model comprises: determining dynamic ground clearance data of key parts of a chassis of the vehicle on an expected passing track according to the passable terrain data and the kinematic model; determining suspension heights, air spring stiffness coefficients, and damper damping coefficients corresponding to front and rear suspensions of the vehicle respectively according to the dynamic ground clearance data; determining the suspension heights, the air spring stiffness coefficients, and the damper damping coefficients corresponding to the front and rear suspensions of the vehicle respectively as the expected suspension parameters.

5. The method according to any one of claims 1 to 4, characterized in that, The method further comprises: acquiring center of gravity data of the vehicle when detecting that the vehicle enters the ramp to be passed; updating the expected suspension parameters according to the center of gravity data and the real-time ground clearance data; adjusting the air suspension system of the vehicle according to the updated expected suspension parameters.

6. The method of claim 5, wherein, The updating of the expected suspension parameters according to the center of gravity data and the real-time ground clearance data comprises: if the center of gravity data indicates that the center of gravity of the vehicle moves backward and a minimum ground clearance value in the real-time ground clearance data is less than a first preset threshold value, updating the expected suspension parameters according to a first updating strategy, the first updating strategy comprising: increasing a suspension height of a rear suspension by a first preset value, increasing a stiffness coefficient of the rear suspension by a second preset value, and increasing a damping coefficient of the rear suspension by a third preset value. If the center of gravity data indicates that the center of gravity of the vehicle moves forward, and the minimum ground clearance value in the real-time ground clearance data is less than a second preset threshold value, the expected suspension parameter is updated according to a second updating strategy, and the second updating strategy includes: increasing a suspension height of the front suspension by a fourth preset value, increasing a stiffness coefficient of the front suspension by a fifth preset value, and increasing a damping coefficient of the front suspension by a sixth preset value.

7. The method according to any one of claims 1 to 4, characterized in that, The method further includes: When it is detected that the vehicle has left the to-be-passed slope by a second preset distance, the corresponding suspension parameter of the air suspension system of the vehicle is restored.

8. A control device for a vehicle suspension, characterized by The device includes: An acquisition module is configured to acquire three-dimensional terrain data of a region where the to-be-passed slope is located, vehicle body posture data of the vehicle, and real-time ground clearance data; A determination module is configured to determine an expected suspension parameter of the vehicle when passing the to-be-passed slope according to the three-dimensional terrain data, the vehicle body posture data, and the real-time ground clearance data; An adjustment module is configured to adjust an air suspension system of the vehicle according to the expected suspension parameter when the vehicle is at a first preset distance from the to-be-passed slope.

9. A vehicle characterized by comprising: includes: A processor, a memory, a communication interface, and a communication bus, the processor, the memory, and the communication interface complete communication with each other through the communication bus; The memory is configured to store at least one executable instruction, and the executable instruction causes the processor to perform the operations of the vehicle suspension control method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The storage medium stores at least one executable instruction; The executable instruction, when executed on the vehicle suspension control device / vehicle, causes the vehicle suspension control device / vehicle to perform the operations of the vehicle suspension control method according to any one of claims 1-7.

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