Vehicle control method and vehicle

Abstract

The invention provides a vehicle control method and a vehicle, and is applied to the technical field of vehicle control. The method comprises the following steps: acquiring a vertical motion parameter, a roll motion parameter and a pitching motion parameter of a vehicle under the condition that the vehicle is in a target unstable working condition; calculating a vertical control force according to the vertical motion parameter, calculating a roll control moment according to the roll motion parameter, and calculating a pitch control moment according to the pitch motion parameter; and calculating a target control force according to the vertical control force, the roll control moment and the pitch control moment, and controlling the vehicle based on the target control force. According to the method, through multi-dimensional cooperative control over the vertical direction, the side inclination and the pitching of the vehicle body, the phenomena of up-down bumping, turning side inclination, sudden acceleration, deceleration, pitching and the like of the vehicle body are effectively controlled, the driving smoothness and the handling stability of the vehicle are remarkably improved, and the driving comfort and the driving safety are both considered.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a vehicle control method and a vehicle. Background Technology

[0002] The smoothness and stability of a vehicle's ride are among the most direct experiences users encounter in various scenarios, such as daily commuting and long-distance driving. As the core link between the vehicle body and the wheels, the performance of the suspension system directly determines how the vehicle handles road bumps, cornering roll, rapid acceleration, or sudden braking pitch.

[0003] Traditional suspension systems rely on fixed damping and stiffness designs, passively bearing the forces from road excitation and driving operations. They cannot flexibly adjust according to real-time vehicle speed and road conditions, often resulting in poor vehicle posture control. This affects both passenger comfort and increases the mechanical load on the suspension system. Even with the emergence of semi-active suspension systems with adjustable damping, they often suffer from problems such as a single control dimension, a simple damping force integration method, and insufficient adaptation to dynamic changes in operating conditions, making it difficult to achieve precise and timely control of vehicle posture. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle. By coordinating multi-dimensional control of the vehicle body's vertical, lateral, and pitch directions, this application can effectively control phenomena such as vehicle body vertical swaying, cornering lateral tilt, and pitch during rapid acceleration and deceleration, significantly improving the vehicle's ride smoothness and handling stability, while taking into account both driving comfort and driving safety.

[0005] In a first aspect, a vehicle control method is provided, comprising: acquiring the vehicle's vertical motion parameters, roll motion parameters, and pitch motion parameters when the vehicle is in a target instability condition; calculating a vertical control force based on the vertical motion parameters, calculating a roll control torque based on the roll motion parameters, and calculating a pitch control torque based on the pitch motion parameters; calculating a target control force based on the vertical control force, roll control torque, and pitch control torque, and controlling the vehicle based on the target control force.

[0006] Based on the above technical solution, this application embodiment controls the vehicle by calculating multi-dimensional control forces, namely vertical control force, roll control torque, and pitch control torque, using three types of motion parameters (vertical, roll, and pitch) when the vehicle is detected to be in a roll or pitch condition that affects the vehicle's attitude stability. This avoids the limitations of traditional methods that rely on a single control parameter or only damping adjustment, effectively controlling phenomena such as vehicle body up-and-down bumps, cornering roll, and pitch during rapid acceleration and deceleration, significantly improving the vehicle's ride smoothness and handling stability, and taking into account both driving comfort and driving safety.

[0007] In conjunction with the first aspect, in some implementations of the first aspect, the vertical motion parameters include vertical velocity, vertical acceleration, and rate of change of vertical acceleration. The above-mentioned calculation of the vertical control force based on the vertical motion parameters includes: calculating the basic vertical control force based on the vertical velocity, calculating the vertical acceleration compensation force based on the vertical acceleration, and calculating the rate of change of vertical acceleration compensation force based on the rate of change of vertical acceleration; and superimposing the basic vertical control force, the vertical acceleration compensation force, and the rate of change of vertical acceleration compensation force to obtain the vertical control force.

[0008] Based on the above technical solution, in calculating the vertical control force, this application generates three independent control components based on vertical velocity, acceleration, and rate of change of acceleration, and superimposes them to obtain the final vertical control force. Each component corresponds to a different characteristic of the vehicle's vertical motion. Through the combination of these three forces, more comprehensive and precise suppression of the vehicle's vertical motion can be achieved, avoiding the problem of inaccurate control caused by using only a single signal. By constructing a reverse suppression force from multiple dimensions, the smoothness and comfort of vehicle driving are effectively improved, laying a solid foundation for the subsequent coordinated optimization of roll and pitch control torques.

[0009] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the method further includes: obtaining the vehicle's total mass, the suspension linear stiffness of the four wheels, the vehicle speed, and the suspension mode; determining, according to the first mapping relationship, the second mapping relationship, and the third mapping relationship, the first gain coefficient, the second gain coefficient, and the third gain coefficient corresponding to the vehicle speed and the suspension mode, respectively, wherein the first gain coefficient is used to adjust the strength of the vertical basic control force, the second gain coefficient is used to adjust the strength of the vertical acceleration compensation force, and the third gain coefficient is used to adjust the strength of the vertical acceleration rate of change compensation force; and so on. Furthermore, the calculation of the vertical base control force based on vertical velocity, the calculation of the vertical acceleration compensation force based on vertical acceleration, and the calculation of the vertical acceleration rate of change compensation force based on the vertical acceleration rate of change include: calculating the vertical damping coefficient based on the vehicle mass and the suspension linear stiffness of the four wheels; calculating the vertical base control force based on the vertical velocity, the vertical damping coefficient, and the first gain coefficient; calculating the vertical acceleration compensation force based on the vertical acceleration, the vehicle mass, and the second gain coefficient; and calculating the vertical acceleration rate of change compensation force based on the vertical acceleration rate of change, the vehicle mass, and the third gain coefficient.

[0010] Based on the above technical solution, the embodiments of this application significantly improve the calculation accuracy of vertical control force by combining dynamic parameters such as vehicle mass and suspension linear stiffness when calculating vertical control force. This enables precise matching of the real-time state of the vehicle's vertical motion, thereby achieving efficient suppression of vertical vibration. It effectively solves the problem of control lag or over-control caused by low parameter matching and poor scenario adaptability in traditional control strategies, and effectively improves the smoothness and stability of vehicle driving.

[0011] In conjunction with the first aspect, in some implementations of the first aspect, the roll motion parameters include roll angular velocity and roll angle. The calculation of the roll control torque based on the roll motion parameters includes: calculating the basic roll control torque and the roll angular velocity compensation torque based on the roll angular velocity; calculating the roll angle compensation torque based on the roll angle; and superimposing the basic roll control torque, the roll angular velocity compensation torque, and the roll angle compensation torque to obtain the roll control torque.

[0012] Based on the above technical solution, this application embodiment constructs a multi-dimensional roll suppression logic by layering torque compensation for roll angular velocity and roll angle. This logic can directly offset the initial kinetic energy of roll motion and dynamically suppress and correct the roll trend through angle compensation. The three work together to accurately match the real-time state of vehicle roll, effectively improving the accuracy and response speed of roll control, thereby achieving lateral stability of the vehicle body and significantly optimizing the vehicle's handling stability in scenarios such as steering and lane changing.

[0013] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, the method further includes: obtaining the vehicle's roll moment of inertia, front axle track width, and rear axle track width; and determining, according to the fourth, fifth, and sixth mapping relationships, the fourth gain coefficient, fifth gain coefficient, and sixth gain coefficient corresponding to the vehicle speed and suspension mode, respectively. The fourth gain coefficient is used to adjust the strength of the roll base control torque, the fifth gain coefficient is used to adjust the strength of the roll angular velocity compensation torque, and the sixth gain coefficient is used to adjust the roll angle compensation torque. Strength; and, based on the roll angular velocity, calculate the roll base control moment and roll angular velocity compensation moment, and based on the roll angle, calculate the roll angle compensation moment, including: calculating the roll damping coefficient based on the roll moment of inertia, front axle track width, rear axle track width, and suspension linear stiffness of the four wheels; calculating the roll base control moment based on the roll angular velocity, roll damping coefficient, and fourth gain coefficient; calculating the roll angular velocity compensation moment based on the roll angular velocity, roll moment of inertia, and fifth gain coefficient; and calculating the roll angle compensation moment based on the roll angle and sixth gain coefficient.

[0014] Based on the above technical solution, the embodiments of this application directly offset the initial kinetic energy of the roll with the basic roll control torque, suppress the trend of roll aggravation with the roll angular velocity compensation torque, and correct the vehicle body posture deviation with the roll angle compensation torque. The three work together to accurately adapt to the real-time state of the roll motion, effectively improving the response accuracy and dynamic adaptability of the roll control, achieving lateral stability of the vehicle body, and solving the control lag problem caused by fixed parameters in traditional strategies, significantly enhancing the handling stability of the vehicle in steering and lane changing scenarios.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, the pitch motion parameters include pitch angular velocity and pitch angle. The above-mentioned calculation of pitch control torque based on pitch motion parameters includes: calculating pitch base control torque and pitch angular velocity compensation torque based on pitch angular velocity, calculating pitch angle compensation torque based on pitch angle; and superimposing pitch base control torque, pitch angular velocity compensation torque, and pitch angle compensation torque to obtain pitch control torque.

[0016] Based on the above technical solution, the embodiments of this application obtain the pitch control torque by superimposing the pitch base control torque, pitch angular velocity compensation torque and pitch angle compensation torque. This pitch control torque can effectively suppress vehicle pitch, ensure the stability of vehicle posture, realize the dynamic matching between control torque and vehicle pitch state, and significantly enhance longitudinal stability and driving comfort during driving.

[0017] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, the method further includes: obtaining the vehicle's pitch inertia, the distance from the center of gravity to the front axle, and the distance from the center of gravity to the rear axle; and determining, according to the seventh, eighth, and ninth mapping relationships, the seventh gain coefficient, the eighth gain coefficient, and the ninth gain coefficient corresponding to the vehicle speed and suspension mode, respectively. The seventh gain coefficient is used to adjust the strength of the pitch base control torque, the eighth gain coefficient is used to adjust the strength of the pitch angular velocity compensation torque, and the ninth gain coefficient is used to adjust the pitch angle compensation torque. The strength of the torque; and, the calculation of the pitch base control torque and pitch velocity compensation torque based on the pitch angular velocity, and the calculation of the pitch angle compensation torque based on the pitch angle, including: calculating the pitch damping coefficient based on the pitch moment of inertia, the distance from the center of gravity to the front axle, the distance from the center of gravity to the rear axle, and the suspension linear stiffness of the four wheels; calculating the pitch base control torque based on the pitch angular velocity, the pitch damping coefficient, and the seventh gain coefficient; calculating the pitch velocity compensation torque based on the pitch angular velocity and the eighth gain coefficient; and calculating the pitch angle compensation torque based on the pitch angle and the ninth gain coefficient.

[0018] Based on the above technical solution, this application embodiment incorporates core dynamic parameters such as pitch inertia, center of gravity wheelbase, and suspension linear stiffness into the calculation of pitch damping coefficient. This avoids the basic calculation deviation caused by the traditional strategy being detached from actual structural parameters, ensuring the accuracy of the calculation of pitch basic control torque, angular velocity compensation torque, and angular compensation torque. It achieves precise cancellation of initial pitch kinetic energy and significantly improves the longitudinal stability and driving safety of the vehicle under various working conditions.

[0019] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: obtaining the height of each of the four wheels of the vehicle when the vehicle is not in the target instability condition; calculating the difference between the height of each wheel and the target wheel height to obtain the height difference of each wheel; generating the holding force of each wheel based on the height difference of each wheel; and controlling the vehicle based on the holding force of each wheel.

[0020] Based on the above technical solution, the embodiments of this application calculate the attitude holding force by the height difference of the four wheels when the vehicle is not in a tilting or pitching condition that would affect the stability of the vehicle body posture, thereby avoiding attitude fluctuations caused by load changes or road surface undulations and ensuring ride comfort.

[0021] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle being in the target instability condition includes: the vehicle being in a roll condition or the vehicle being in a pitch condition; and the method further includes: when the vehicle is turning, if the vehicle speed is greater than a vehicle speed threshold, the absolute value of the steering wheel angle is greater than a steering wheel angle threshold, the absolute value of the lateral acceleration is greater than a lateral acceleration threshold, and the absolute value of the yaw rate is greater than a yaw rate threshold, the vehicle is determined to be in a roll condition; when the vehicle is changing gears, if the pedal opening is greater than an opening threshold or the rate of change of the pedal opening is greater than an opening rate threshold, the vehicle speed is greater than a vehicle speed threshold, and the longitudinal acceleration is greater than a longitudinal acceleration threshold, the vehicle is determined to be in the pitch condition.

[0022] Based on the above technical solution, this application embodiment clarifies that the vehicle is in a target instability condition, including either a roll or pitch condition. It then uses multi-parameter threshold verification to accurately determine these two conditions, laying a precise and reliable foundation for the subsequent activation of the active suspension collaborative control strategy. Specifically, the roll condition is determined by combining threshold conditions for vehicle speed, steering wheel angle, lateral acceleration, and yaw rate with gear and steering direction adaptation. The pitch condition is determined by combining threshold conditions for pedal opening or opening rate of change, vehicle speed, and longitudinal acceleration with pedal type differentiation. This ensures that the implementation of the control strategy always relies on accurate condition identification, effectively improving the stability and effectiveness of the control strategy.

[0023] Secondly, a vehicle control device is provided, the vehicle control device comprising:

[0024] The acquisition module is used to acquire the vehicle's vertical motion parameters, roll motion parameters, and pitch motion parameters when the vehicle is in a target instability condition. The calculation module is used to calculate the vertical control force based on the vertical motion parameters, the roll control moment based on the roll motion parameters, and the pitch control moment based on the pitch motion parameters. The control module is used to calculate the target control force based on the vertical control force, the roll control moment, and the pitch control moment, and to control the vehicle based on the target control force.

[0025] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method of the first aspect or any possible implementation thereof.

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

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

[0028] Figure 1 This illustration shows an application scenario diagram of a vehicle control method provided in an embodiment of this application; Figure 2 A schematic flowchart of a vehicle control method provided in an embodiment of this application is shown; Figure 3 This paper shows a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of this application is shown. Detailed Implementation

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

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

[0031] In the rapid development of the modern automotive industry, users have placed increasingly stringent demands on the smoothness, comfort, and stability of vehicles during driving. Precise control of vehicle body posture has become one of the key indicators for measuring core vehicle performance. Among them, the suspension system, as the core component connecting the body and wheels, directly determines the vehicle's response to road excitations and driving operations, and is a core link in ensuring ride quality. Traditional suspension systems adopt a design with fixed damping and stiffness, and can only passively absorb the impact of road bumps or driving actions (such as rapid acceleration, hard braking, and cornering) by relying on the mechanical characteristics of springs and shock absorbers, lacking the ability to actively adapt to complex operating conditions.

[0032] In actual driving, when faced with complex road surfaces such as potholes, undulations, and steep slopes, it is difficult to quickly counteract vertical vibrations, resulting in noticeable vehicle bumps. Figure 1 This illustration shows an application scenario diagram of a vehicle control method provided in an embodiment of this application, such as... Figure 1 As shown, vehicle 110 is traveling on a road surface with complex conditions. Under these conditions, sudden acceleration or braking can easily cause severe pitching of the vehicle body, affecting not only ride comfort but also potentially reducing tire grip. When cornering, the body roll is significant, reducing driving stability and increasing handling risks. Currently, to address the shortcomings of traditional suspension systems, semi-active suspension systems have emerged. These systems use sensors to sense vehicle posture and road conditions, dynamically adjusting the damping force of the shock absorbers to improve vehicle performance to some extent. However, existing solutions only adjust damping for single-dimensional vehicle motion (such as roll or pitch), lacking comprehensive and coordinated control of multiple dimensions of posture, including vertical vibration, roll, and pitch.

[0033] To address the aforementioned issues, this application provides a vehicle control method and a vehicle. This application can effectively control phenomena such as vehicle body vertical swaying, cornering roll, and pitch during rapid acceleration and deceleration by coordinating multi-dimensional control of the vehicle body's vertical, lateral, and pitch directions. This significantly improves the vehicle's ride smoothness and handling stability, while also ensuring both driving comfort and driving safety.

[0034] Figure 2 This application provides a schematic flowchart of a vehicle control method according to an embodiment of the present application, specifically as follows: Figure 2 As shown, the method includes the following steps: S210: When the vehicle is in the target instability condition, acquire the vehicle's vertical motion parameters, roll motion parameters, and pitch motion parameters.

[0035] The target instability condition refers to a driving state that may cause vehicle body instability, specifically including roll and pitch conditions. A "roll condition" refers to a driving state where the vehicle exhibits significant lateral (left-right) tilting during steering; a "pitch condition" refers to a driving state where the vehicle exhibits significant nose-up or rear-end-down tilting during rapid acceleration or deceleration. When a vehicle meets either the roll or pitch condition, it indicates that the vehicle is currently in a target instability condition. Without intervention, the vehicle body will roll or pitch, affecting the driving experience and stability. Therefore, an active suspension cooperative control strategy needs to be activated to suppress changes in vehicle body posture.

[0036] Optionally, when the vehicle is turning, if the following conditions are met: the vehicle speed is greater than the vehicle speed threshold, the absolute value of the steering wheel angle is greater than the steering wheel angle threshold, the absolute value of the lateral acceleration is greater than the lateral acceleration threshold, and the absolute value of the yaw rate is greater than the yaw rate threshold, the vehicle is determined to be in a roll condition. When a vehicle is in a pitching condition, it is determined that the following conditions are met during gear shifting: pedal opening is greater than the opening threshold, the rate of change of pedal opening is greater than the opening rate of change threshold, the vehicle speed is greater than the vehicle speed threshold, and the longitudinal acceleration is greater than the longitudinal acceleration threshold.

[0037] The vehicle speed threshold is a critical value used to determine whether a vehicle speed may cause a significant change in the vehicle's attitude. This speed threshold is a fixed or calibrated value. Regardless of whether the vehicle is currently in drive or reverse gear, or whether it is currently turning left or right, if the vehicle speed is greater than the speed threshold, it indicates that the current vehicle speed may cause a significant change in the vehicle's attitude.

[0038] The steering wheel angle threshold is a critical value used to determine whether a vehicle's steering action may cause significant body roll. It is obtained by looking up a preset vehicle speed-steering wheel angle threshold mapping table. First, the positive and negative directions of the steering wheel angle are defined, with left turns as positive and right turns as negative. Regardless of whether the vehicle is currently in drive or reverse, when turning left, if the steering wheel angle is greater than the steering wheel angle threshold, it indicates that the left turn has reached a level that may cause significant body roll. When turning right, if the steering wheel angle is less than -1 × the steering wheel angle threshold, it indicates that the right turn has reached a level that may cause significant body roll. Therefore, in terms of absolute values, if the absolute value of the steering wheel angle is greater than the steering wheel angle threshold, it indicates that the vehicle's steering action may cause significant body roll.

[0039] The lateral acceleration threshold is a critical value used to determine whether the lateral force applied to a vehicle during cornering will cause significant body roll. It is obtained by looking up a preset vehicle speed-lateral acceleration threshold mapping table. The positive and negative directions of lateral acceleration are defined to be consistent with the steering wheel angle; that is, the direction of lateral acceleration is positive when the vehicle turns left and negative when turning right. Regardless of whether the vehicle is currently in drive or reverse, if the lateral acceleration is greater than the threshold when turning left, it indicates that the lateral force on the vehicle body during the left turn has reached a level that may cause significant body roll. When turning right, if the lateral acceleration is less than -1 × the threshold, it indicates that the lateral force on the vehicle body during the right turn has reached a level that may cause significant body roll. Therefore, in terms of absolute value, as long as the absolute value of the lateral acceleration is greater than the threshold, it indicates that the lateral force applied to the vehicle during cornering is sufficient to cause significant body roll.

[0040] The yaw rate threshold is the critical value used to determine whether a vehicle's yaw motion will cause significant body roll. It is obtained by looking up a preset vehicle speed-yaw rate threshold mapping table. The positive and negative directions of the yaw rate are defined differently from those of the steering wheel angle and lateral acceleration, and must be determined in conjunction with the gear position and steering direction. For example, when turning left in drive, the yaw rate is greater than the yaw rate threshold; when turning right in drive, the yaw rate is less than -1 × the yaw rate threshold; when turning left in reverse, the yaw rate is less than -1 × the yaw rate threshold; and when turning right in reverse, the yaw rate is greater than the yaw rate threshold. Because the direction of yaw motion is opposite to that when driving forward, a reverse threshold condition is needed to ensure the accuracy of the judgment. In terms of absolute value, as long as the absolute value of the yaw rate is greater than the yaw rate threshold, it indicates that the vehicle's yaw motion is sufficient to cause significant body roll.

[0041] The above parameters and their absolute values, when meeting the corresponding threshold requirements, essentially reflect the intensity of the vehicle's steering action and the significantness of the body roll tendency. Only when the following conditions are simultaneously met—vehicle speed greater than the vehicle speed threshold, the absolute value of the steering wheel angle greater than the steering wheel angle threshold, the absolute value of the lateral acceleration greater than the lateral acceleration threshold, and the absolute value of the yaw rate greater than the yaw rate threshold—is the current operating condition determined to be a roll condition.

[0042] The vehicle opening threshold is a critical value used to determine whether a vehicle is undergoing rapid acceleration / deceleration. The vehicle opening rate of change threshold is a critical value used to determine whether a vehicle is undergoing sudden rapid acceleration / deceleration. The longitudinal acceleration threshold is a critical value used to determine whether a vehicle change in gear may cause significant pitching of the vehicle body.

[0043] Specifically, in both rapid acceleration and rapid deceleration scenarios, the vehicle is determined to be in a pitching condition if all three conditions are met simultaneously: pedal opening greater than a threshold, the rate of change of pedal opening greater than a threshold, vehicle speed greater than a threshold, and longitudinal acceleration greater than a threshold. It's important to note that in rapid acceleration scenarios, the threshold for pedal opening or rate of change refers to the accelerator pedal. In rapid deceleration scenarios, it refers to the brake pedal. In these cases, the corresponding opening threshold and rate of change threshold can also be determined using the brake master cylinder pressure or its rate of change. Furthermore, in rapid acceleration scenarios, to avoid misjudgments due to road bumps, a normal road surface recognition is added. This is determined by integrating the vertical acceleration of the front left and front right shock absorbers according to a certain proportion and comparing it with a threshold obtained from a vehicle speed lookup table. Only when the integrated value is less than this threshold is it considered a normal road surface.

[0044] Furthermore, to avoid misjudgment of operating conditions and frequent switching of control strategies, the determination of a roll condition requires that the corresponding parameter conditions be met and the duration reach a first preset duration, such as 0.05 seconds. When exiting a roll condition, all parameter conditions must be false and the duration must reach a second preset duration, such as 1.5 seconds. The determination of a pitch condition requires that the corresponding parameter conditions be met and the duration reach a third preset duration, such as 0.01 seconds. When exiting a roll condition, all parameter conditions must be false and the duration must reach a fourth preset duration, such as 0.01 seconds, to ensure the stability and reliability of the active suspension control strategy.

[0045] Based on the above technical solution, this application embodiment clarifies that the vehicle is in a target instability condition, including either a roll or pitch condition. It then uses multi-parameter threshold verification to accurately determine these two conditions, laying a precise and reliable foundation for the subsequent activation of the active suspension collaborative control strategy. Specifically, the roll condition is determined by combining threshold conditions for vehicle speed, steering wheel angle, lateral acceleration, and yaw rate with gear and steering direction adaptation. The pitch condition is determined by combining threshold conditions for pedal opening or opening rate of change, vehicle speed, and longitudinal acceleration with pedal type differentiation. This ensures that the implementation of the control strategy always relies on accurate condition identification, effectively improving the stability and effectiveness of the control strategy.

[0046] Optionally, vertical motion parameters refer to parameters reflecting the vehicle's motion state in the vertical direction, including the vehicle's vertical velocity, vertical acceleration, and rate of change of vertical acceleration. Roll motion parameters refer to parameters reflecting the vehicle's roll motion state about its longitudinal axis (extending along the vehicle's direction of travel), including the vehicle's roll rate and roll angle. Pitch motion parameters refer to parameters reflecting the vehicle's pitch motion state about its lateral axis (extending perpendicular to the vehicle's direction of travel), including the vehicle's pitch rate and pitch angle. The vertical, roll, and pitch motion parameters are all collected by onboard sensors or calculated through sensor signal fusion.

[0047] S220: Calculate the vertical control force based on the vertical motion parameters, the roll control moment based on the roll motion parameters, and the pitch control moment based on the pitch motion parameters.

[0048] Step 1: Calculate the vertical control force.

[0049] The core objective of vertical control force is to apply an opposing force to the vehicle to suppress undesirable vertical movements, such as up-and-down jerking or bouncing, thus ensuring vertical smoothness during driving. To achieve precise suppression of vertical movement, the vertical control force is calculated using vertical motion parameters, including vertical velocity. Vertical acceleration rate of change of vertical acceleration .

[0050] In one possible implementation, the calculation of the vertical control force based on the vertical motion parameters includes the following steps: Calculate the vertical foundation control force based on the vertical velocity, calculate the vertical acceleration compensation force based on the vertical acceleration, and calculate the vertical acceleration rate of change compensation force based on the vertical acceleration rate of change. The vertical control force is obtained by superimposing the vertical foundation control force, the vertical acceleration compensation force, and the vertical acceleration rate of change compensation force.

[0051] Specifically, by identifying the vehicle's vertical motion in real time, three opposing damping forces are generated, targeting vertical velocity, vertical acceleration, and the rate of change of vertical acceleration, respectively. These three forces work synergistically to counteract the vehicle's vertical motion from three levels: velocity, acceleration, and the rate of change of acceleration, thereby achieving vertical vehicle stability. Specifically, a basic vertical control force is calculated based on vertical velocity, a vertical acceleration compensation force is calculated based on vertical acceleration, and a vertical acceleration rate of change compensation force is calculated based on the rate of change of vertical acceleration. These three forces are then superimposed to form the final vertical control force.

[0052] Based on the above technical solution, in calculating the vertical control force, this application generates three independent control components based on vertical velocity, acceleration, and rate of change of acceleration, and superimposes them to obtain the final vertical control force. Each component corresponds to a different characteristic of the vehicle's vertical motion. Through the combination of these three forces, more comprehensive and precise suppression of the vehicle's vertical motion can be achieved, avoiding the problem of inaccurate control caused by using only a single signal. By constructing a reverse suppression force from multiple dimensions, the smoothness and comfort of vehicle driving are effectively improved, laying a solid foundation for the subsequent coordinated optimization of roll and pitch control torques.

[0053] In one possible implementation, the method further includes the following steps: Obtain the vehicle's overall weight, suspension linear stiffness of all four wheels, vehicle speed, and suspension mode; Based on the first mapping relationship, the second mapping relationship, and the third mapping relationship, the first gain coefficient, the second gain coefficient, and the third gain coefficient corresponding to the vehicle speed and the suspension mode are determined respectively. The first gain coefficient is used to adjust the strength of the vertical basic control force, the second gain coefficient is used to adjust the strength of the vertical acceleration compensation force, and the third gain coefficient is used to adjust the strength of the vertical acceleration rate of change compensation force. In addition, the calculation of vertical foundation control force based on vertical velocity, vertical acceleration compensation force based on vertical acceleration, and vertical acceleration rate of change compensation force based on vertical acceleration rate of change, including: Calculate the vertical damping coefficient based on the vehicle mass and the suspension linear stiffness of the four wheels; Calculate the vertical foundation control force based on the vertical velocity, vertical damping coefficient, and first gain coefficient; Calculate the vertical acceleration compensation force based on the vertical acceleration, the vehicle mass, and the second gain coefficient; The compensation force for the rate of change of vertical acceleration is calculated based on the rate of change of vertical acceleration, the mass of the vehicle, and the third gain coefficient.

[0054] Specifically, the vertical base control force is the core force that suppresses vertical motion. Its direction is opposite to the vehicle's vertical velocity. It is used to directly counteract the initial kinetic energy of vertical motion and quickly reduce the tendency of the vehicle body to sway.

[0055] First, the vertical damping coefficient is calculated based on the vehicle's total mass and the suspension linear stiffness of the four wheels. The calculation formula is as follows:

[0056] in, , These represent the suspension linear stiffness of the front left, front right, rear left, and rear right wheels, respectively, with m representing the vehicle mass. is the vertical damping coefficient.

[0057] Secondly, for the three core vertical motion parameters—vertical velocity, vertical acceleration, and rate of change of vertical acceleration—three pre-defined mapping relationships are established. Each mapping relationship uses vehicle speed and suspension mode as input variables, and outputs a first gain coefficient, a second gain coefficient, and a third gain coefficient, respectively. The first gain coefficient adjusts the strength of the basic vertical control force, the second gain coefficient adjusts the strength of the vertical acceleration compensation force, and the third gain coefficient adjusts the strength of the vertical acceleration rate of change compensation force. These mapping relationships can be implemented using a two-dimensional gain mapping table or a pre-defined algorithm, and the three types of mapping relationships are stored and called independently. The suspension mode includes preset options such as Comfort, Standard, and Sport. After the vehicle control system automatically matches and calculates the "vehicle speed" and "suspension mode," each mapping relationship yields a differentiated gain coefficient corresponding to the current operating condition, accurately adapting to the vertical control strength requirements under different driving scenarios.

[0058] For vertical velocity Based on the first mapping relationship, a first gain coefficient (Fac1) is obtained to adapt the vertical base control force, which is used to adjust the strength of the vertical base control force. This is combined with the vertical velocity. Vertical damping coefficient and the first gain coefficient Fac1, through a preset formula Calculate the vertical foundation control force; the negative sign indicates that the force is opposite to the direction of the vertical velocity, thus directly canceling out the initial kinetic energy of the vertical motion.

[0059] For vertical acceleration Based on the second mapping relationship, a second gain coefficient (Fac2) is obtained to adjust the intensity of the vertical acceleration compensation force. To ensure parameter accuracy, the raw vertical acceleration signal acquired by the sensor needs to be preprocessed by sequentially performing first-order low-pass filtering, dead-zone processing, and averaging to obtain the filtered vertical acceleration. Combined with the filtered vertical acceleration The vehicle mass m and the second gain coefficient Fac2 are determined by a preset formula. The vertical acceleration compensation force is calculated, and the vertical acceleration trend is suppressed through closed-loop compensation logic to prevent the turbulence from continuing to intensify. The negative sign ensures that the force is opposite to the direction of the vertical acceleration, adapting to the compensation requirements under different conditions.

[0060] For the rate of change of vertical acceleration Based on the third mapping relationship, a third gain coefficient (Fac3) is obtained to adapt the vertical acceleration rate of change compensation force, which is used to adjust the strength of the vertical acceleration rate of change compensation force. First, the filtered vertical acceleration... Differential calculations are performed to obtain the initial rate of change of vertical acceleration. Then, first-order low-pass filtering, dead-zone processing, and averaging are repeated to obtain the final rate of change of vertical acceleration used for calculation. Combined with the rate of change of vertical acceleration The vehicle mass m and the third gain coefficient Fac3 are determined according to the preset formula. Calculate the compensation force for the rate of change of vertical acceleration. The negative sign indicates that the force is in the opposite direction to the rate of change of vertical acceleration, so as to respond in advance to the intensification or reduction of vertical motion.

[0061] Finally, the vertical foundation control force calculated above will be applied. Vertical acceleration compensation force Vertical acceleration rate of change compensation force The superposition yields the final vertical control force. .

[0062] Based on the above technical solution, the embodiments of this application, when calculating the vertical control force, combine dynamic parameters such as vehicle mass and suspension linear stiffness, which greatly improves the calculation accuracy of the vertical control force. It can accurately match the real-time state of the vehicle's vertical motion, thereby achieving efficient suppression of vertical vibration. It effectively solves the problem of control lag or over-control caused by low parameter matching degree and poor scenario adaptability in traditional control strategies, and effectively improves the smoothness and stability of vehicle driving.

[0063] Step 2: Calculate the roll control moment.

[0064] The core objective of roll control torque is to suppress unwanted roll movements around the vehicle's longitudinal axis (driving direction) by applying a control torque opposite to the direction of the vehicle's roll motion. These unwanted roll movements include body tilt during cornering and lateral swaying caused by uneven road surfaces, ensuring lateral stability and ride comfort during driving. To achieve precise suppression of roll motion, the roll control torque is calculated using roll motion parameters, including roll angular velocity. and roll angle .

[0065] In one possible implementation, the calculation of the roll control moment based on the roll motion parameters includes the following steps: Calculate the roll foundation control moment and roll rate compensation moment based on the roll rate, and calculate the roll angle compensation moment based on the roll angle. The roll control torque is obtained by superimposing the roll foundation control torque, the roll angular velocity compensation torque, and the roll angle compensation torque.

[0066] Specifically, by identifying the vehicle's roll motion in real time, three opposing damping torques are generated. These three torques work together to achieve lateral stability of the vehicle body. Specifically, the basic roll control torque and the roll rate compensation torque are calculated based on the roll rate, and the roll angle compensation torque is calculated based on the roll angle. These three torques are then superimposed to form the final roll control torque.

[0067] Based on the above technical solution, this application embodiment constructs a multi-dimensional roll suppression logic by layering torque compensation for roll angular velocity and roll angle. This logic can directly offset the initial kinetic energy of roll motion and dynamically suppress and correct the roll trend through speed correction and angle compensation. The three work together to accurately match the real-time state of vehicle roll, effectively improving the accuracy and response speed of roll control, thereby achieving lateral stability of the vehicle body and significantly optimizing the vehicle's handling stability in scenarios such as steering and lane changing.

[0068] In one possible implementation, the method further includes the following steps: Obtain the vehicle's roll moment of inertia, front axle track width, and rear axle track width; Based on the fourth, fifth, and sixth mapping relationships, the fourth, fifth, and sixth gain coefficients corresponding to the vehicle speed and suspension mode are determined respectively. The fourth gain coefficient is used to adjust the strength of the roll base control torque, the fifth gain coefficient is used to adjust the strength of the roll angular velocity compensation torque, and the sixth gain coefficient is used to adjust the strength of the roll angle compensation torque. And, calculate the roll foundation control moment and roll rate compensation moment based on the roll rate, and calculate the roll angle compensation moment based on the roll angle, including: Calculate the roll damping coefficient based on the roll moment of inertia, front axle track width, rear axle track width, and suspension linear stiffness of all four wheels; Calculate the roll foundation control moment based on the roll angular velocity, roll damping coefficient, and fourth gain coefficient; Calculate the roll rate compensation torque based on the roll rate, roll moment of inertia, and fifth gain coefficient. Calculate the roll compensation torque based on the roll angle and the sixth gain coefficient.

[0069] Specifically, the roll control torque is the core torque that suppresses roll motion. Its direction is opposite to the vehicle's roll angular velocity. It is used to directly counteract the initial kinetic energy of the roll motion and quickly reduce the vehicle's tilting tendency.

[0070] First, based on the vehicle's roll moment of inertia, front axle track width, rear axle track width, and the suspension linear stiffness of the four wheels, calculate the roll damping coefficient. The calculation formula is:

[0071] Where StfnFL, StfnFR, StfnRL, and StfnRR are the suspension linear stiffnesses of the front left, front right, rear left, and rear right wheels, respectively, and Croll is the roll damping coefficient. df is the roll moment of inertia, dr is the front axle track width, and dr is the rear axle track width.

[0072] Secondly, for the three types of roll control requirements—roll rate, roll rate compensation, and roll angle compensation—fourth, fifth, and sixth mapping relationships are preset, respectively. All three mapping relationships use vehicle speed and suspension mode as input variables, and output corresponding fourth, fifth, and sixth gain coefficients. The fourth gain coefficient adjusts the strength of the basic roll control torque, the fifth gain coefficient adjusts the strength of the roll rate compensation torque, and the sixth gain coefficient adjusts the strength of the roll angle compensation torque. These mapping relationships can be implemented using a two-dimensional gain mapping table or a preset algorithm, and the three mapping relationships are stored and called independently. After the vehicle control system automatically matches and calculates the vehicle speed and suspension mode, each mapping relationship yields a differentiated gain coefficient corresponding to the current operating condition, accurately adapting to the roll control strength requirements under different driving scenarios.

[0073] For roll angular velocity Based on the fourth mapping relationship, a fourth gain coefficient (Fac4) is obtained to adapt the roll base control torque, which is used to adjust the strength of the roll base control torque. This is combined with the roll angular velocity. The roll damping coefficient Croll and the fourth gain coefficient Fac4 are determined by a preset formula. Calculate the roll control torque. The negative sign indicates that the torque is opposite to the roll angular velocity, thus directly canceling out the initial kinetic energy of the roll motion.

[0074] Meanwhile, based on the roll angular velocity The fifth gain coefficient (Fac5) for adapting the roll rate compensation torque is obtained through the fifth mapping relationship, and is used to adjust the strength of the roll rate compensation torque. This is combined with the roll rate... Tilt moment of inertia And the fifth gain coefficient Fac5, through a preset formula The roll rate compensation torque is calculated, and the roll acceleration trend is suppressed through closed-loop compensation logic to prevent the tilt from continuing to worsen. The negative sign ensures that the torque is opposite to the roll rate, adapting to the dynamic compensation needs under different driving conditions.

[0075] For roll angle From the roll angular velocity The result is obtained by integration and filtering. Based on the sixth mapping relationship, the sixth gain coefficient (Fac6) for the adaptive roll compensation torque is obtained, which is used to adjust the strength of the roll compensation torque. This is combined with the roll angle... And the sixth gain coefficient Fac6, through a preset formula Calculate the roll angle compensation torque. The negative sign indicates that the torque is opposite to the roll direction. It is used to correct the body tilt, avoid continuous roll deviation, and improve driving stability.

[0076] Finally, the tilting foundation control moment calculated above is applied... yaw rate compensation torque Roll angle compensation torque The summation yields the final roll control torque. .

[0077] Based on the above technical solution, the embodiments of this application directly offset the initial kinetic energy of the roll with the basic roll control torque, suppress the trend of roll aggravation with the roll angular velocity compensation torque, and correct the vehicle body posture deviation with the roll angle compensation torque. The three work together to accurately adapt to the real-time state of the roll motion, effectively improving the response accuracy and dynamic adaptability of the roll control, achieving lateral stability of the vehicle body, and solving the control lag problem caused by fixed parameters in traditional strategies, significantly enhancing the handling stability of the vehicle in steering and lane changing scenarios.

[0078] Step 3: Calculate the pitch control torque.

[0079] The core objective of pitch control torque is to suppress undesirable pitch movements around the lateral axis (perpendicular to the direction of travel) by applying a comprehensive control torque opposite to the vehicle's pitch motion. These undesirable pitch movements include nose-up during rapid acceleration, rear-end drop during emergency braking, and front-to-back body roll caused by uneven road surfaces, thus ensuring longitudinal stability and ride comfort during driving. To achieve precise suppression of pitch movement, the pitch control torque is calculated using pitch motion parameters, including pitch angular velocity. and pitch angle .

[0080] In one possible implementation, the calculation of the pitch control torque based on the pitch motion parameters includes the following steps: Calculate the pitch foundation control torque and pitch velocity compensation torque based on the pitch angular velocity, and calculate the pitch angle compensation torque based on the pitch angle; The pitch control torque is obtained by superimposing the pitch foundation control torque, pitch angular velocity compensation torque, and pitch angle compensation torque.

[0081] Specifically, by identifying the vehicle's pitch motion in real time, three opposing damping torques are generated. These three torques work together to counteract the vehicle's pitch motion, thereby achieving longitudinal stability of the vehicle body. Specifically, the basic pitch control torque and the pitch velocity compensation torque are calculated based on the pitch angular velocity, and the pitch angle compensation torque is calculated based on the pitch angle. These three torques are then superimposed to form the final pitch control torque.

[0082] Based on the above technical solution, the embodiments of this application obtain the pitch control torque by superimposing the pitch base control torque, pitch angular velocity compensation torque and pitch angle compensation torque. This pitch control torque can effectively suppress vehicle pitch, ensure the stability of vehicle posture, realize the dynamic matching between control torque and vehicle pitch state, and significantly enhance longitudinal stability and driving comfort during driving.

[0083] In one possible implementation, the method further includes the following steps: Obtain the vehicle's pitch inertia, distance from the center of gravity to the front axle, and distance from the center of gravity to the rear axle; Based on the seventh, eighth, and ninth mapping relationships, the seventh, eighth, and ninth gain coefficients corresponding to the vehicle speed and suspension mode are determined respectively. The seventh gain coefficient is used to adjust the strength of the pitch base control torque, the eighth gain coefficient is used to adjust the strength of the pitch angular velocity compensation torque, and the ninth gain coefficient is used to adjust the strength of the pitch angle compensation torque. And, calculate the pitch foundation control torque and pitch velocity compensation torque based on the pitch angular velocity, and calculate the pitch angle compensation torque based on the pitch angle, including: Calculate the pitch damping coefficient based on the pitch moment of inertia, the distance from the center of gravity to the front axle, the distance from the center of gravity to the rear axle, and the suspension linear stiffness of the four wheels. Calculate the pitch foundation control torque based on the pitch angular velocity, pitch damping coefficient, and seventh gain coefficient; Calculate the pitch angular velocity compensation torque based on the pitch angular velocity, pitch moment of inertia, and the eighth gain coefficient. Calculate the pitch angle compensation torque based on the pitch angle and the ninth gain coefficient.

[0084] Specifically, the pitch control torque is the core torque that suppresses pitch motion. Its direction is opposite to the vehicle's pitch angular velocity. It is used to directly counteract the initial kinetic energy of pitch motion and quickly reduce the tendency of the vehicle to pitch up or down.

[0085] First, based on the vehicle's pitch moment of inertia... Calculate the pitch damping coefficient based on the distance 'a' from the center of gravity to the front axle, the distance 'b' from the center of gravity to the rear axle, and the suspension linear stiffness of all four wheels. The calculation formula is as follows:

[0086] Among them, StfnFL, StfnFR, StfnRL, and StfnRR are the suspension linear stiffness of the front left, front right, rear left, and rear right wheels, respectively. This is the pitch damping coefficient.

[0087] Secondly, to address the core control requirements of pitch motion, three independent mapping relationships—the seventh, eighth, and ninth—are preset. All three mapping relationships use vehicle speed and suspension mode as input variables, and output corresponding gain coefficients: the seventh, eighth, and ninth gain coefficients. The seventh gain coefficient adjusts the strength of the basic pitch control torque, the eighth gain coefficient adjusts the strength of the pitch angular velocity compensation torque, and the ninth gain coefficient adjusts the strength of the pitch angle compensation torque. These mapping relationships can be implemented using a two-dimensional gain mapping table or a preset algorithm, and the three types of mapping relationships are stored and retrieved independently. After the vehicle control system automatically matches and calculates the vehicle speed and suspension mode, each mapping relationship yields a differentiated gain coefficient corresponding to the current operating condition, accurately adapting to the pitch control strength requirements under different driving scenarios.

[0088] Based on the pitch angular velocity ωy, a seventh gain coefficient (Fac7) is obtained through the seventh mapping relationship to adjust the strength of the pitch base control torque. And the seventh gain coefficient Fac7, through a preset formula Calculate the pitch control torque; the negative sign indicates that the torque is opposite to the pitch angular velocity, thus directly canceling out the initial kinetic energy of the pitch motion.

[0089] Based on the pitch angular velocity ωy, an eighth gain coefficient (Fac8) is obtained through the eighth mapping relationship to adjust the strength of the pitch angular velocity compensation torque. This is used in conjunction with the pitch angular velocity ωy and the pitch moment of inertia. And the eighth gain coefficient Fac8, through a preset formula The pitch angular velocity compensation torque is calculated. This torque dynamically suppresses the pitch acceleration trend through closed-loop compensation logic, preventing the pitching or nodding motion from continuing to intensify. The negative sign ensures that the torque direction is opposite to the pitch angular velocity direction, adapting to the dynamic compensation requirements under different driving conditions.

[0090] For pitch angle The value is obtained by integrating the pitch angular velocity ωy and filtering it. The ninth gain coefficient (Fac9) for adjusting the pitch compensation torque is then derived through the ninth mapping relationship. This gain coefficient is used to adjust the strength of the pitch compensation torque. This is combined with the pitch angle... And the ninth gain coefficient Fac9, through a preset formula Calculate the pitch angle compensation torque. The negative sign indicates that the torque is opposite to the pitch direction. It is used to suppress the pitch of the vehicle body and avoid continuous nose-up or nose-down deviation. Especially in scenarios such as driving on long slopes and frequent acceleration and deceleration, it can significantly improve driving stability.

[0091] Finally, the pitch foundation control moment calculated above is used... Pitch angular velocity compensation torque Pitch angle compensation torque The summations yield the final pitch control torque. .

[0092] Based on the above technical solution, this application embodiment incorporates core dynamic parameters such as pitch inertia, center of gravity wheelbase, and suspension linear stiffness into the calculation of pitch damping coefficient. This avoids the basic calculation deviation caused by the traditional strategy being detached from actual structural parameters, ensuring the accuracy of the calculation of pitch basic control torque, angular velocity compensation torque, and angular compensation torque. It achieves precise cancellation of initial pitch kinetic energy and significantly improves the longitudinal stability and driving safety of the vehicle under various working conditions.

[0093] S230: Calculate the target control force based on the vertical control force, roll control moment, and pitch control moment, and control the vehicle based on the target control force.

[0094] Among them, the target control force refers to the active control resultant force that each wheel end must output after superimposing the vertical control force, roll control torque, and pitch control torque according to the torque distribution logic of the four wheel ends. This resultant force can comprehensively counteract the three types of undesired movements of the vehicle body: vertical vibration, roll, and pitch, and achieve stable control of the vehicle body in all attitudes.

[0095] Specifically, firstly, after obtaining the vertical control force... Then, wheel-end distribution is performed based on the distance *a* from the vehicle's center of gravity to the front axle, the distance *b* from the center of gravity to the rear axle, and the wheelbase *L* (*L* = *a* + *b*). First, the total vertical control force is divided into the total force on the front axle and the total force on the rear axle according to the principle of symmetrical distribution between the left and right wheels. Then, the distribution weights of the front and rear axles are adjusted according to the proportion of the center of gravity positions, so that the vertical component of the two front axle wheels is proportional to the distance *b* from the center of gravity to the rear axle, and the vertical component of the two rear axle wheels is proportional to the distance *a* from the center of gravity to the front axle. Finally, the vertical component of each wheel end is obtained, and the specific calculation formula is as follows:

[0096]

[0097]

[0098]

[0099] in, , , , These are the vertical control forces for the front left wheel, front right wheel, rear left wheel, and rear right wheel. This distribution method, through dynamic matching with the vehicle's center of gravity, ensures precise distribution of vertical damping forces at the four wheel ends, thereby improving the efficiency of vertical vibration suppression and vehicle attitude stability.

[0100] Secondly, after obtaining the roll control moment Then, based on the front axle track width (df), rear axle track width (dr), and the front-to-rear axle distribution coefficient (Ratio), the total roll control moment is converted into lateral components at all four wheels. During distribution, the total roll control moment is first broken down into front axle roll moment and rear axle roll moment according to the front-to-rear axle distribution coefficient (Ratio), and then divided by the track width of the corresponding axle to obtain the lateral components of the left and right wheels on that axle. The specific calculation formula is as follows:

[0101]

[0102]

[0103]

[0104] in, , , , The roll control force is distributed separately for the front left wheel, front right wheel, rear left wheel, and rear right wheel. This distribution method ensures a reasonable distribution of roll-damping torque at all four wheels through precise matching of the front and rear axle distribution coefficients with the track width, thereby effectively counteracting the tendency of vehicle body roll.

[0105] Then, after obtaining the pitch control torque Then, based on the wheelbase L, the total pitch control torque is converted into a longitudinal component at each of the four wheels. During distribution, the total pitch control torque is first divided by the wheelbase L to obtain the equivalent longitudinal force, which is then evenly distributed to the left and right wheels. The specific calculation formula is as follows:

[0106]

[0107]

[0108]

[0109] in, , , , The pitch control components are distributed to the front left wheel, front right wheel, rear left wheel, and rear right wheel. This distribution method ensures that the vehicle's pitch tendency is effectively counteracted and improves longitudinal driving stability by evenly converting the pitch moment into longitudinal damping force at all four wheel ends.

[0110] Finally, the vertical, lateral, and longitudinal components of the force at each wheel end are synthesized to obtain the target control force for each wheel end. Optionally, it is also necessary to limit the target control force. Based on the current actual vehicle speed, two gains, Gain1 and Gain2, are obtained from a preset two-dimensional gain mapping table (the mapping table uses vehicle speed as the only query dimension, and different vehicle speeds correspond to different gain values), whose values ​​are pre-calibrated based on the dynamic characteristics of the suspension system and vehicle stability requirements. Then, combined with the currently collected shock absorber movement speed, V1 and V2 are calculated, where V1: shock absorber speed + gain Gain1, and V2: shock absorber speed - gain Gain2. Next, the calculated V1 and V2 are used as indices to match the corresponding lower force limit F_min and upper force limit F_max in a preset main force limit table (this limit table is pre-established based on parameters such as the load capacity of the suspension actuator and the tire grip limit, and the combined value of V1 and V2 uniquely corresponds to a set of upper and lower force limits). Finally, the target control force at each wheel end is limited to the range of [F_min, F_max] to avoid overloading of the suspension actuator or vehicle instability due to excessive output force, thereby achieving a balance between ride comfort and driving stability.

[0111] Based on the above technical solution, this application embodiment controls the vehicle by calculating multi-dimensional control forces, namely vertical control force, roll control torque, and pitch control torque, using three types of motion parameters (vertical, roll, and pitch) when the vehicle is detected to be in a roll or pitch condition that affects the vehicle's attitude stability. This avoids the limitations of traditional methods that rely on a single control parameter or only damping adjustment, effectively controlling phenomena such as vehicle body up-and-down bumps, cornering roll, and pitch during rapid acceleration and deceleration, significantly improving the vehicle's ride smoothness and handling stability, and taking into account both driving comfort and driving safety.

[0112] In one possible implementation, the method further includes the following steps: Obtain the height of each of the four wheels of the vehicle when the vehicle is not in the target instability condition; Calculate the difference between the height of each wheel and the target height of the wheel to obtain the height difference of each wheel; Based on the height difference between each wheel, the holding force of each wheel is generated; Vehicle control is based on the holding force of each wheel.

[0113] The target height refers to the wheel height reference, specifically the initial height recorded when the vehicle is powered on and started. The holding force is then adjusted to maintain vehicle stability by using the difference between the real-time wheel height and this reference. Specifically, when the vehicle is not in a roll or pitch condition, sensors acquire the height of each of the four wheels, and then calculate the difference between this height and the target height. This difference is then combined with the four-wheel suspension linear stiffness, the front-to-rear axle spring lever ratio, and the gain coefficient to generate the holding force at each wheel using the following formula:

[0114]

[0115]

[0116]

[0117] in, , , , These represent the filtered height differences of the front left wheel, front right wheel, rear left wheel, and rear right wheel, respectively. Fratio and Rratio represent the spring lever ratios of the front and rear axles, respectively. Control gain coefficient for front axle attitude maintenance. The rear axle attitude maintenance control gain coefficient is set to 0.5 by default. It can be calibrated according to the load characteristics of the front and rear axles to adapt to the attitude control requirements under different working conditions.

[0118] Based on the above technical solution, the embodiments of this application calculate the attitude holding force by the height difference of the four wheels when the vehicle is not in a tilting or pitching condition that would affect the stability of the vehicle body posture, thereby avoiding attitude fluctuations caused by load changes or road surface undulations and ensuring ride comfort.

[0119] Figure 3 A schematic diagram of the structure of a vehicle control device provided in an embodiment of this application is shown, such as... Figure 3 As shown, the vehicle control device 300 includes: The acquisition module 310 is used to acquire the vertical motion parameters, roll motion parameters and pitch motion parameters of the vehicle when the vehicle is in the target instability condition. The calculation module 320 is used to calculate the vertical control force based on the vertical motion parameters, the roll control moment based on the roll motion parameters, and the pitch control moment based on the pitch motion parameters. The control module 330 is used to calculate the target control force based on the vertical control force, the roll control moment, and the pitch control moment, and to control the vehicle based on the target control force.

[0120] In one possible implementation, the computing module 320 is used for: Calculate the vertical foundation control force based on the vertical velocity, calculate the vertical acceleration compensation force based on the vertical acceleration, and calculate the vertical acceleration rate of change compensation force based on the vertical acceleration rate of change. The vertical control force is obtained by superimposing the vertical foundation control force, the vertical acceleration compensation force, and the vertical acceleration rate of change compensation force.

[0121] In one possible implementation, the computing module 320 is used for: Obtain the vehicle's overall weight, suspension linear stiffness of all four wheels, vehicle speed, and suspension mode; Based on the first mapping relationship, the second mapping relationship, and the third mapping relationship, the first gain coefficient, the second gain coefficient, and the third gain coefficient corresponding to the vehicle speed and the suspension mode are determined respectively. The first gain coefficient is used to adjust the strength of the vertical basic control force, the second gain coefficient is used to adjust the strength of the vertical acceleration compensation force, and the third gain coefficient is used to adjust the strength of the vertical acceleration rate of change compensation force. In addition, the calculation of vertical foundation control force based on vertical velocity, vertical acceleration compensation force based on vertical acceleration, and vertical acceleration rate of change compensation force based on vertical acceleration rate of change, including: Calculate the vertical damping coefficient based on the vehicle mass and the suspension linear stiffness of the four wheels; Calculate the vertical foundation control force based on the vertical velocity, vertical damping coefficient, and first gain coefficient; Calculate the vertical acceleration compensation force based on the vertical acceleration, the vehicle mass, and the second gain coefficient; The compensation force for the rate of change of vertical acceleration is calculated based on the rate of change of vertical acceleration, the mass of the vehicle, and the third gain coefficient.

[0122] In one possible implementation, the computing module 320 is used for: Calculate the roll foundation control moment and roll rate compensation moment based on the roll rate, and calculate the roll angle compensation moment based on the roll angle. The roll control torque is obtained by superimposing the roll foundation control torque, the roll angular velocity compensation torque, and the roll angle compensation torque.

[0123] In one possible implementation, the computing module 320 is used for: Obtain the vehicle's roll moment of inertia, front axle track width, and rear axle track width; Based on the fourth, fifth, and sixth mapping relationships, the fourth, fifth, and sixth gain coefficients corresponding to the vehicle speed and suspension mode are determined respectively. The fourth gain coefficient is used to adjust the strength of the roll base control torque, the fifth gain coefficient is used to adjust the strength of the roll angular velocity compensation torque, and the sixth gain coefficient is used to adjust the strength of the roll angle compensation torque. And, calculate the roll foundation control moment and roll rate compensation moment based on the roll rate, and calculate the roll angle compensation moment based on the roll angle, including: Calculate the roll damping coefficient based on the roll moment of inertia, front axle track width, rear axle track width, and suspension linear stiffness of all four wheels; Calculate the roll foundation control moment based on the roll angular velocity, roll damping coefficient, and fourth gain coefficient; Calculate the roll rate compensation torque based on the roll rate, roll moment of inertia, and fifth gain coefficient. Calculate the roll compensation torque based on the roll angle and the sixth gain coefficient.

[0124] In one possible implementation, the computing module 320 is used for: Calculate the pitch foundation control torque and pitch velocity compensation torque based on the pitch angular velocity, and calculate the pitch angle compensation torque based on the pitch angle; The pitch control torque is obtained by superimposing the pitch foundation control torque, pitch angular velocity compensation torque, and pitch angle compensation torque.

[0125] In one possible implementation, the computing module 320 is used for: Obtain the vehicle's pitch inertia, distance from the center of gravity to the front axle, and distance from the center of gravity to the rear axle; Based on the seventh, eighth, and ninth mapping relationships, the seventh, eighth, and ninth gain coefficients corresponding to the vehicle speed and suspension mode are determined respectively. The seventh gain coefficient is used to adjust the strength of the pitch base control torque, the eighth gain coefficient is used to adjust the strength of the pitch angular velocity compensation torque, and the ninth gain coefficient is used to adjust the strength of the pitch angle compensation torque. And, calculate the pitch foundation control torque and pitch velocity compensation torque based on the pitch angular velocity, and calculate the pitch angle compensation torque based on the pitch angle, including: Calculate the pitch damping coefficient based on the pitch moment of inertia, the distance from the center of gravity to the front axle, the distance from the center of gravity to the rear axle, and the suspension linear stiffness of the four wheels. Calculate the pitch foundation control torque based on the pitch angular velocity, pitch damping coefficient, and seventh gain coefficient; Calculate the pitch rate compensation torque based on the pitch rate and the eighth gain coefficient; Calculate the pitch angle compensation torque based on the pitch angle and the ninth gain coefficient.

[0126] In one possible implementation, module 310 is used for: Obtain the height of each of the four wheels of the vehicle when the vehicle is not in the target instability condition; Calculate the difference between the height of each wheel and the target height of the wheel to obtain the height difference of each wheel; Based on the height difference between each wheel, the holding force of each wheel is generated; Vehicle control is based on the holding force of each wheel.

[0127] In one possible implementation, module 310 is used for: The vehicle is in a tilting or pitching condition; The method also includes: When a vehicle is turning, if the following conditions are met: vehicle speed is greater than a vehicle speed threshold, the absolute value of steering wheel angle is greater than a steering wheel angle threshold, the absolute value of lateral acceleration is greater than a lateral acceleration threshold, and the absolute value of yaw rate is greater than a yaw rate threshold, the vehicle is determined to be in a roll condition. When a vehicle is in a pitching condition, it is determined that the following conditions are met during gear shifting: pedal opening is greater than the opening threshold, the rate of change of pedal opening is greater than the opening rate of change threshold, the vehicle speed is greater than the vehicle speed threshold, and the longitudinal acceleration is greater than the longitudinal acceleration threshold.

[0128] It should be noted that the vehicle control device provided in the above embodiments is only illustrated by the division of the above functional modules when executing the vehicle control method. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device and the vehicle control method embodiments provided in the above embodiments belong to the same concept. Therefore, for details not disclosed in the device embodiments of this application, please refer to the embodiments of the vehicle control method of this application, which will not be repeated here.

[0129] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0130] Figure 4 This application provides a schematic diagram of the structure of a vehicle according to an embodiment of the present application. Figure 4 As shown, the vehicle 400 includes a memory 401 and a processor 402, wherein the memory 401 stores executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to implement a vehicle control method.

[0131] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0132] The vehicle provided in this embodiment is used to execute the vehicle control method described above, and therefore can achieve the same effect as the above implementation method.

[0133] The vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module is used to support the vehicle in executing relevant program code and data.

[0134] The processing module may be a processor or a controller, which can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0135] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute a vehicle control method in the above embodiments.

[0136] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle control method in the above embodiment.

[0137] The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives, and magneto-optical disks, read-only memory (ROMs), random access memory (RAMs), erasable programmable read-only memory (EPROMs), electrically erasable programmable read-only memory (EEPROMs), dynamic random access memory (DRAMs), video random access memory (VRAMs), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0138] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment.

[0139] In this embodiment, the vehicle, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects in the corresponding vehicle control method provided above, and will not be repeated here.

[0140] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0141] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0142] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: When the vehicle is in a target instability condition, the vertical motion parameters, roll motion parameters, and pitch motion parameters of the vehicle are acquired. Calculate the vertical control force based on the vertical motion parameters, calculate the roll control torque based on the roll motion parameters, and calculate the pitch control torque based on the pitch motion parameters; The target control force is calculated based on the vertical control force, the roll control moment, and the pitch control moment, and the vehicle is controlled based on the target control force.

2. The method according to claim 1, characterized in that, The vertical motion parameters include vertical velocity, vertical acceleration, and rate of change of vertical acceleration. The calculation of the vertical control force based on the vertical motion parameters includes: Calculate the vertical foundation control force based on the vertical velocity, calculate the vertical acceleration compensation force based on the vertical acceleration, and calculate the vertical acceleration rate of change compensation force based on the vertical acceleration rate of change. The vertical control force is obtained by superimposing the vertical foundation control force, the vertical acceleration compensation force, and the vertical acceleration rate of change compensation force.

3. The method according to claim 2, characterized in that, The method further includes: The vehicle's total mass, the linear stiffness of the suspension on all four wheels, the vehicle speed, and the suspension mode are obtained. Based on the first mapping relationship, the second mapping relationship, and the third mapping relationship, the first gain coefficient, the second gain coefficient, and the third gain coefficient corresponding to the vehicle speed and the suspension mode are determined respectively. The first gain coefficient is used to adjust the strength of the vertical basic control force, the second gain coefficient is used to adjust the strength of the vertical acceleration compensation force, and the third gain coefficient is used to adjust the strength of the vertical acceleration rate of change compensation force. And, the calculation of the vertical foundation control force based on the vertical velocity, the calculation of the vertical acceleration compensation force based on the vertical acceleration, and the calculation of the vertical acceleration rate of change compensation force based on the vertical acceleration rate of change include: Calculate the vertical damping coefficient based on the total vehicle mass and the suspension linear stiffness of the four wheels; The vertical foundation control force is calculated based on the vertical velocity, the vertical damping coefficient, and the first gain coefficient. The vertical acceleration compensation force is calculated based on the vertical acceleration, the vehicle mass, and the second gain coefficient. The compensation force for the vertical acceleration rate of change is calculated based on the vertical acceleration rate of change, the vehicle mass, and the third gain coefficient.

4. The method according to claim 1, characterized in that, The roll motion parameters include roll angular velocity and roll angle. The calculation of the roll control torque based on the roll motion parameters includes: Calculate the roll foundation control moment and roll rate compensation moment based on the roll rate, and calculate the roll angle compensation moment based on the roll angle. The roll control torque is obtained by superimposing the roll base control torque, the roll angular velocity compensation torque, and the roll angle compensation torque.

5. The method according to claim 4, characterized in that, The method further includes: Obtain the vehicle's roll moment of inertia, front axle track width, and rear axle track width; Based on the fourth, fifth, and sixth mapping relationships, the fourth gain coefficient, fifth gain coefficient, and sixth gain coefficient corresponding to the vehicle speed and the suspension mode are determined respectively. The fourth gain coefficient is used to adjust the strength of the roll base control torque, the fifth gain coefficient is used to adjust the strength of the roll angular velocity compensation torque, and the sixth gain coefficient is used to adjust the strength of the roll angle compensation torque. And, the step of calculating the roll foundation control moment and roll rate compensation moment based on the roll rate, and calculating the roll angle compensation moment based on the roll angle, includes: Calculate the roll damping coefficient based on the roll moment of inertia, front axle track width, rear axle track width, and suspension linear stiffness of the four wheels; The roll base control torque is calculated based on the roll angular velocity, the roll damping coefficient, and the fourth gain coefficient. The roll rate compensation torque is calculated based on the roll angular velocity, the roll moment of inertia, and the fifth gain coefficient. The roll angle compensation torque is calculated based on the roll angle and the sixth gain coefficient.

6. The method according to claim 1, characterized in that, The pitch motion parameters include pitch angular velocity and pitch angle, and the calculation of pitch control torque based on the pitch motion parameters includes: Calculate the pitch foundation control torque and pitch velocity compensation torque based on the pitch angular velocity, and calculate the pitch angle compensation torque based on the pitch angle; The pitch control torque is obtained by superimposing the pitch foundation control torque, the pitch angular velocity compensation torque, and the pitch angle compensation torque.

7. The method according to claim 6, characterized in that, The method further includes: Obtain the vehicle's pitch inertia, distance from center of mass to front axle, and distance from center of mass to rear axle; Based on the seventh, eighth, and ninth mapping relationships, the seventh, eighth, and ninth gain coefficients corresponding to the vehicle speed and the suspension mode are determined respectively. The seventh gain coefficient is used to adjust the strength of the pitch base control torque, the eighth gain coefficient is used to adjust the strength of the pitch angular velocity compensation torque, and the ninth gain coefficient is used to adjust the strength of the pitch angle compensation torque. And, the step of calculating the pitch foundation control torque and pitch velocity compensation torque based on the pitch angular velocity, and calculating the pitch angle compensation torque based on the pitch angle, includes: Calculate the pitch damping coefficient based on the pitch moment of inertia, the distance from the center of mass to the front axle, the distance from the center of mass to the rear axle, and the suspension linear stiffness of the four wheels; The pitch foundation control torque is calculated based on the pitch angular velocity, the pitch damping coefficient, and the seventh gain coefficient. The pitch angular velocity compensation torque is calculated based on the pitch angular velocity and the eighth gain coefficient. The pitch angle compensation torque is calculated based on the pitch angle and the ninth gain coefficient.

8. The method according to claim 1, characterized in that, The method further includes: When the vehicle is not in the target instability condition, the height of each of the four wheels of the vehicle is obtained; Calculate the difference between the height of each wheel and the target height of the wheel to obtain the height difference of each wheel; Based on the height difference of each wheel, the holding force of each wheel is generated; The vehicle is controlled based on the holding force of each wheel.

9. The method according to claim 1, characterized in that, The vehicle being in the target instability condition includes: The vehicle is in a roll or the vehicle is in a pitch condition; Furthermore, the method further includes: When the vehicle is turning, if the following conditions are met: vehicle speed is greater than vehicle speed threshold, absolute value of steering wheel angle is greater than steering wheel angle threshold, absolute value of lateral acceleration is greater than lateral acceleration threshold, and absolute value of yaw rate is greater than yaw rate threshold, the vehicle is determined to be in the tilting condition. When the vehicle is in the pitching condition, it is determined that the following conditions are met during the gear shifting process: the pedal opening is greater than the opening threshold or the rate of change of the pedal opening is greater than the opening rate of change threshold, the vehicle speed is greater than the vehicle speed threshold, and the longitudinal acceleration is greater than the longitudinal acceleration threshold.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the vehicle control method as described in any one of claims 1 to 9.

Images