Vehicle suspension control method, device, equipment, storage medium and product

Abstract

The invention discloses a vehicle suspension control method, device and equipment, a storage medium and a product, and relates to the technical field of suspension control, and the vehicle suspension control method comprises the steps that inherent parameters of a vehicle, the sprung state collected by an IMU sensor and the real-time wheel speed collected by a wheel speed sensor are obtained; estimating the vertical force of each tire position of the vehicle based on the inherent parameters and the sprung state; calculating an expected suspension control force for each tire position based on the real-time wheel speed and / or the sprung state; and based on the vertical force and the expected suspension control force, vehicle suspension control in different scenes is carried out. Only the combination of the IMU and the wheel speed sensor is needed, independent measurement of the unsprung acceleration sensor and the height sensor is not needed, complex sensor combination is avoided, and the cost of a suspension control system can be effectively reduced.

Description

Technical Field

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

[0002] Existing suspension control systems typically rely on a complex combination of sensors, including a six-axis inertial measurement unit (IMU), sprung acceleration sensors for measuring the vertical motion of the vehicle body, unsprung acceleration sensors for measuring the motion of the wheels, and height sensors for measuring the relative displacement between the vehicle body and the wheels. This complex sensor combination increases the cost of the suspension control system in semi-active or active suspension vehicles where comfort requirements are not stringent. Summary of the Invention

[0003] The main objective of this application is to provide a vehicle suspension control method, device, equipment, storage medium, and product, aiming to solve the technical problem of the low practicality of vehicle suspension control systems.

[0004] To achieve the above objectives, this application proposes a vehicle suspension control method, which includes:

[0005] Acquire the vehicle's inherent parameters, as well as the sprung state collected by the IMU sensor and the real-time wheel speed collected by the wheel speed sensor; Based on the inherent parameters and the sprung state, estimate the vertical force at each tire position of the vehicle; Based on the real-time wheel speed and / or the sprung state, calculate the expected suspension control force at each tire position; Based on the vertical force and the expected suspension control force, vehicle suspension control is performed under different scenarios.

[0006] In one embodiment, the step of estimating the vertical force at each tire position of the vehicle based on the inherent parameters and the sprung state includes: Based on the inherent parameters and the sprung state, the overall force on the vehicle is calculated; Based on the overall force and the inherent parameters, the vertical force at each tire position of the vehicle is derived.

[0007] In one embodiment, the step of calculating the desired suspension control force at each tire position based on the real-time wheel speed and / or the sprung state includes: Based on the real-time wheel speed and / or the sprung state, the target control scenario in which the vehicle is located is determined, wherein the target control scenario includes at least one of the following: body control scenario, wheel jump control scenario, and tunnel control scenario; Calculate the expected suspension control force for each tire position under the target control scenario.

[0008] In one embodiment, the step of determining the target control scenario in which the vehicle is located based on the real-time wheel speed and / or the sprung state includes: Acquire driving operation signals, and based on the driving operation signals, determine whether the vehicle is in the vehicle body control scenario, wherein the vehicle body control scenario includes at least one of the vehicle body damping control scenario, pitch attitude control scenario, and roll attitude control scenario; And / or, based on the real-time wheel speed, calculate the radius change of the vehicle tires, perform bandpass filtering on the radius change to obtain the vertical tire fluctuation within a preset frequency range, and determine whether the vehicle is in the wheel jump control scenario based on the vertical tire fluctuation. And / or, based on the real-time wheel speed, calculate the tire's wheel speed change rate and slip rate, and based on the wheel speed change rate, the slip rate, and the sprung acceleration, determine whether the vehicle is in the tunnel control scenario, wherein the sprung acceleration is determined based on the sprung state or is obtained based on the sprung acceleration sensor.

[0009] In one embodiment, the expected suspension control force includes at least one of a first expected suspension control force, a second expected suspension control force, and a third expected suspension control force, and the step of calculating the expected suspension control force of each tire position under the target control scenario includes: If the vehicle is in the vehicle body control scenario, then based on the sprung state, the first expected suspension control force corresponding to each tire position in the vehicle body control scenario is calculated; And / or, if the vehicle is in the wheel hop control scenario, then the second expected suspension control force corresponding to the position of each tire in the wheel hop control scenario is calculated based on the tire vertical sway amount; And / or, if the vehicle is in the tunnel control scenario, then the third expected suspension control force corresponding to the tire position in the tunnel control scenario is calculated based on the time the vehicle is in the tunnel control scenario.

[0010] In one embodiment, the step of calculating the second expected suspension control force corresponding to the tire position in the wheel bounce control scenario based on the tire vertical undulation includes: The initial second expected suspension control force is determined based on the tire vertical undulation, wherein the tire vertical undulation is positively correlated with the initial second expected suspension control force. Based on the slip ratio, a correction coefficient is determined, and based on the correction coefficient, the initial second expected suspension control force is corrected to obtain the second expected suspension control force corresponding to each tire position in the wheel bounce control scenario.

[0011] In one embodiment, the step of controlling the vehicle suspension under different scenarios based on the vertical force and the desired suspension control force includes: The feedback compensation control amount is determined based on the force difference between the vertical force and the expected suspension control force. If the vehicle's suspension type is a semi-active suspension, then the feedback compensation current is mapped according to the feedback compensation control quantity, and the vehicle suspension is controlled under different scenarios based on the feedback compensation current. If the vehicle's suspension type is active suspension, then the vehicle suspension is controlled under different scenarios based on the feedback compensation control amount.

[0012] Furthermore, to achieve the above objectives, this application also proposes a vehicle suspension control device, which includes: The acquisition module is used to acquire the vehicle's inherent parameters, as well as the sprung state collected by the IMU sensor and the real-time wheel speed collected by the wheel speed sensor. An estimation module is used to estimate the vertical force at each tire position of the vehicle based on the inherent parameters and the sprung state; The calculation module is used to calculate the expected suspension control force at each tire position based on the real-time wheel speed and / or the sprung state; The control module is used to control the vehicle suspension under different scenarios based on the vertical force and the expected suspension control force.

[0013] In addition, to achieve the above objectives, this application also proposes a vehicle suspension control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle suspension control method as described above.

[0014] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the vehicle suspension control method described above.

[0015] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the vehicle suspension control method described above.

[0016] One or more technical solutions proposed in this application have at least the following technical effects: Compared to related technologies where complex sensor combinations increase the cost of suspension control systems in semi-active or active suspension vehicles without stringent comfort requirements, this application obtains the vehicle's inherent parameters, as well as the sprung state collected by the IMU sensor and the real-time wheel speed collected by the wheel speed sensor. Based on the inherent parameters and the sprung state, it estimates the vertical force at each tire position; based on the real-time wheel speed and / or the sprung state, it calculates the expected suspension control force at each tire position; and based on the vertical force and the expected suspension control force, it performs vehicle suspension control under different scenarios. It is understood that this application estimates the vertical force at each tire position using the sprung state collected by the IMU sensor and the vehicle's inherent parameters, and calculates the expected suspension control force at each tire position using the real-time wheel speed and / or sprung state collected by the wheel speed sensor. It only requires a combination of IMU and wheel speed sensors, eliminating the need for separate measurements by unsprung acceleration sensors and height sensors, thus avoiding complex sensor combinations and effectively reducing the cost of the suspension control system. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a flowchart illustrating an embodiment of the vehicle suspension control method of this application. Figure 2 This is a system control framework diagram of the vehicle suspension control method of this application; Figure 3 This is a simplified diagram of the sensors used in the vehicle suspension control method of this application. Figure 4 This is a flowchart illustrating Embodiment 2 of the vehicle suspension control method of this application; Figure 5 This is a model diagram of the wheel bounce of the vehicle suspension control method of this application; Figure 6 This is a flowchart illustrating the tunnel judgment process for the vehicle suspension control method described in this application. Figure 7 This is a time-domain representation of the vehicle suspension control method of this application when passing through a tunnel; Figure 8This is a schematic diagram of the module structure of the vehicle suspension control device according to an embodiment of this application; Figure 9 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle suspension control method in this application embodiment.

[0020] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0021] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0022] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0023] The main solution of this application embodiment is: to obtain the inherent parameters of the vehicle, as well as the sprung state collected by the IMU sensor and the real-time wheel speed collected by the wheel speed sensor; to estimate the vertical force at each tire position based on the inherent parameters and the sprung state; to calculate the expected suspension control force at each tire position based on the real-time wheel speed and / or the sprung state; and to perform vehicle suspension control under different scenarios based on the vertical force and the expected suspension control force.

[0024] Existing suspension control systems typically rely on a complex combination of sensors, including a six-axis inertial measurement unit (IMU), sprung acceleration sensors for measuring the vertical motion of the vehicle body, unsprung acceleration sensors for measuring the motion of the wheels, and height sensors for measuring the relative displacement between the vehicle body and the wheels. This complex combination of sensors increases the cost of the suspension control system in semi-active or active suspension vehicles where comfort requirements are not stringent.

[0025] This application estimates the vertical force at each tire position by collecting the sprung state and the vehicle's inherent parameters using IMU sensors, and calculates the expected suspension control force at each tire position by collecting real-time wheel speed and / or sprung state using wheel speed sensors. It only requires a combination of IMU and wheel speed sensors, eliminating the need for separate measurements by unsprung acceleration sensors and height sensors, thus avoiding complex sensor combinations and effectively reducing the cost of the suspension control system.

[0026] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or vehicle suspension control device capable of performing the above functions. The following description uses a genealogy information display device as an example to illustrate this embodiment and the subsequent embodiments.

[0027] Based on this, the present application provides a vehicle suspension control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle suspension control method of this application.

[0028] In this embodiment, the vehicle suspension control method includes steps S10 to S20: Step S10: Obtain the vehicle's inherent parameters, as well as the sprung state collected by the IMU sensor and the real-time wheel speed collected by the wheel speed sensor. It should be noted that the execution entity in this embodiment is the vehicle suspension control device. The inherent parameters of the vehicle refer to the inherent physical property data of the vehicle itself, specifically including the vehicle's total mass Ms and its moment of inertia I about the X-axis. xx and the moment of inertia I about the Y-axis yy , roll center height h r Pitch center height h p Longitudinal distance from rear axle to center of gravity Longitudinal distance from front axle to center of gravity and front wheel track Rear wheel track The IMU sensor is a six-axis IMU sensor used to directly acquire the vehicle's attitude angular velocity (e.g., ω). x , w y ) and acceleration in three directions (e.g., a) x , a y , a z Sprout state refers to the motion state information of the part of the vehicle above the suspension system (i.e., the main body of the vehicle body), including w x , w y a x , a y , a z Wheel speed sensors are installed at the wheels to monitor the wheel rotation speed in real time. Real-time wheel speed refers to the instantaneous wheel rotation speed value Wr collected by the wheel speed sensor during vehicle operation.

[0029] Understandably, the vehicle suspension control device first reads the preset vehicle inherent parameters from the vehicle storage system, and at the same time drives the IMU sensor to collect sprung state data that characterizes the vehicle's motion characteristics in real time, as well as the real-time wheel speed signals measured by the wheel speed sensors at the four wheels. This does not rely on the data input combination of the height sensor and the unsprung acceleration sensor, thereby simplifying the hardware configuration of the suspension control system and significantly reducing the cost.

[0030] Step S20: Based on the inherent parameters and the sprung state, estimate the vertical force at each tire position of the vehicle; It should be noted that the vertical force at each tire position refers to the force between the four wheels (front left, front right, rear left, and rear right) and the vehicle body. The vehicle suspension control device constructs a vehicle dynamics model using pre-acquired vehicle inherent parameters and uses the sprung state collected in real time by IMU sensors as the input variable of the model. It calculates in real time the vertical force borne by each of the four tires at its current position, thus achieving real-time acquisition of the vertical force of the four wheels without installing expensive force sensors that directly measure the force on the tires.

[0031] Step S30: Calculate the expected suspension control force at each tire position based on the real-time wheel speed and / or the sprung state; Understandably, the expected suspension control force is the damping force or active force that the suspension should output under ideal conditions. The vehicle suspension control unit calculates the expected suspension control force for each tire position in real time based on the real-time wheel speed and / or sprung state.

[0032] Step S40: Based on the vertical force and the expected suspension control force, perform vehicle suspension control under different scenarios.

[0033] It should be noted that the vehicle suspension control device compares the vertical force at each tire position with the calculated expected suspension control force, thereby achieving vehicle suspension control for each wheel in different scenarios.

[0034] Specifically, refer to Figure 2 , Figure 2 A system control framework diagram is provided, through Figure 2 It is understood that this application can achieve vehicle body state estimation and wheel state estimation through a six-axis IMU sensor and four wheel speed sensors, or it can achieve suspension control in different scenarios by using a six-axis IMU sensor and three height sensors.

[0035] Furthermore, referring to Figure 3 , Figure 3 A sensor configuration breakdown diagram is provided, showing common sensor configurations for semi-active / active suspensions, including: Type 1: A 6-axis IMU directly acquires the vehicle body status, and four height sensors or unsprung acceleration sensors are used to calculate the unsprung status, along with a cost reduction scheme that reduces the number of height sensors.

[0036] Type 2: Calculate the vehicle body state based on sprung acceleration, and obtain the unsprung state using a height sensor; Three types of on-sprung and unsprung acceleration sensors are used to calculate the on-sprung state and real-time wheel speed.

[0037] This application adopts the following... Figure 3 The configuration of sensors of types 4 and 5 enables controllable suspension scenarios at low cost.

[0038] In one feasible implementation, step S20 includes: Based on the inherent parameters and the sprung state, the overall force on the vehicle is calculated; It is understandable that the overall force refers to the force acting on the vehicle's center of gravity, including the vehicle's weight and acceleration force. Lateral tilting moment T roll And pitching moment T pitch The vehicle suspension control device first calls the pre-stored inherent parameters of the vehicle (including the vehicle mass, moment of inertia about the X / Y axes, center of mass position coordinates, etc.) to construct the vehicle body force balance formula. Then, it substitutes the sprung state data (i.e. the linear acceleration of the vehicle body in the three axes and the angular velocity and angular acceleration about the three axes) collected in real time by the IMU sensor into the formula as input variables to obtain the overall force of the vehicle.

[0039] Specifically, the overall force is obtained based on the force balance formula.

[0040] Overall stress formula: Among them, a x , a y , a z These are the accelerations along the X, Y, and Z axes, respectively. xx Let I be the moment of inertia about the X-axis. yy Let be the moment of inertia about the Y-axis. The angular acceleration is obtained by differentiating the angular velocities around the X / Y axes measured by the IMU, where M is the total mass of the vehicle, including the vehicle's own weight and the load weight, and h is the angular acceleration. r For the roll center height, h p The pitch center height.

[0041] Based on the overall force and the inherent parameters, the vertical force at each tire position of the vehicle is derived.

[0042] It should be noted that the vertical force at each tire position is the force between the four wheels and the vehicle body, which can be estimated using a pseudo-inverse matrix, including... , The pseudo-inverse matrix refers to the generalized inverse of the vehicle body modal suspension force transfer matrix, constructed based on the geometric relationship of the vehicle's four-corner suspension arrangement and the mechanical equilibrium equations. The vehicle suspension control device multiplies the overall force by the pseudo-inverse matrix constructed based on the inherent parameters to obtain the vertical force of each wheel.

[0043] Specifically, the pseudo-inverse matrix: Based on the overall force and the inherent parameters, the vertical force at each tire position of the vehicle is derived.

[0044] It should be noted that the vertical force at each tire position is the force between the four wheels and the vehicle body, which can be estimated using a pseudo-inverse matrix, including... , The pseudo-inverse matrix refers to the generalized inverse of the vehicle body modal suspension force transfer matrix, constructed based on the geometric relationship of the vehicle's four-corner suspension arrangement and the mechanical equilibrium equations. The vehicle suspension control device multiplies the overall force by the pseudo-inverse matrix constructed based on the inherent parameters to obtain the vertical force of each wheel.

[0045] Furthermore, the vehicle suspension control device uses a pseudo-inverse matrix to calculate the overall forces acting on the vehicle's center of gravity (the vehicle's gravity and acceleration forces). Lateral tilting moment T roll And pitching moment T pitch The reverse derivation gives the vertical force at each tire position of the vehicle, and the formula for the vertical force at each tire position is shown below: in, The longitudinal distance from the rear axle to the center of gravity. This is the longitudinal distance from the front axle to the center of gravity. This refers to the front track width. This refers to the rear track width.

[0046] Specifically, the formula is derived from the vertical force balance formula and the moment balance formula about the X-axis (Roll) and Y-axis (Pitch): Vertical force balance formula:

[0047] in, For the total mass of the vehicle. The vertical acceleration measured by the IMU. This is the acceleration due to gravity.

[0048] The torque balance formula about the X-axis:

[0049] The torque balance formula about the Y-axis:

[0050] In one feasible implementation, step S40 includes: The feedback compensation control amount is determined based on the force difference between the vertical force and the expected suspension control force. Understandably, the vehicle suspension control device calculates the difference between the theoretical control force and the actual vertical force at the corresponding wheel position, and uses this force difference as the adjustment amount to correct the current suspension actuator output.

[0051] If the vehicle's suspension type is a semi-active suspension, then the feedback compensation current is mapped according to the feedback compensation control quantity, and the vehicle suspension is controlled under different scenarios based on the feedback compensation current. It should be noted that semi-active suspension cannot actively input energy into the vehicle body (i.e., it cannot generate independent thrust or pull like active hydraulic or electromagnetic suspension), but it can adjust the suspension damping coefficient in real time according to control commands (usually by changing the current of the solenoid valve to adjust the size of the throttle orifice, thereby changing the fluid flow resistance). The vehicle suspension control device first determines the type of suspension configured in the vehicle. After confirming that it is a semi-active suspension, it calls the pre-stored F (feedback compensation control quantity) - I (current) nominal curve to find the feedback compensation current required by each wheel shock absorber. Then, it superimposes this compensation current onto the basic current command to generate the final target drive current, and performs vehicle suspension control under different scenarios based on the target drive current.

[0052] Specifically, in a semi-active suspension, the damping force F needs to be obtained by looking up the suspension relative speed V and the control current I. However, when no unsprung acceleration sensor is installed and the suspension relative speed V cannot be accurately calculated, V is set to the median value, and then the feedback compensation current is determined through the nominal FI curve.

[0053] If the vehicle's suspension type is active suspension, then the vehicle suspension is controlled under different scenarios based on the feedback compensation control amount.

[0054] As can be understood, active suspension refers to a type of suspension that can actively input energy into the vehicle body to generate independent control force. After confirming that the vehicle suspension type is active suspension, the vehicle suspension control device adds the feedback compensation control amount as a supplementary force to the force control of the active suspension to control the vehicle suspension under different scenarios.

[0055] In this embodiment, an IMU sensor is used to collect the sprung state, and the pseudo-inverse matrix method is used to estimate the vertical force state at the four corners. At the same time, the wheel speed sensor collects the real-time wheel speed, and the calculation is combined with the sprung state to compare the pitch and roll body attitude control forces with the estimated suspension forces at each tire position to obtain the expected suspension control forces. Then, based on the force difference between the vertical force and the expected suspension control force, the feedback compensation current or the main power of a hydraulically connected suspension is calculated. Only the combination of IMU and wheel speed sensor is required, and the unsprung acceleration sensor and height sensor are not required to measure separately, avoiding complex sensor combinations and effectively reducing the cost of the suspension control system.

[0056] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 4In step S30, the vehicle suspension control method further includes steps S01~S02: Step S01: Based on the real-time wheel speed and / or the sprung state, determine the target control scenario in which the vehicle is located, wherein the target control scenario includes at least one of the following: vehicle body control scenario, wheel jump control scenario, and tunnel control scenario; It should be noted that vehicle control scenarios refer to specific control modes identified based on driving intentions and vehicle dynamics, such as... Figure 2 As shown, typical operating conditions include, but are not limited to, vehicle body vibration damping control and pitch / roll attitude control. Wheel bounce control scenarios refer to control modes involving violent up-and-down wheel movement when driving over continuous speed bumps, gravel roads, or wavy roads. Tunnel control scenarios refer to transient conditions where one or more wheels are about to or are in the process of falling into deep pits or large depressions, characterized by extremely sudden changes in wheel speed accompanied by a large vertical impact. The vehicle suspension control device employs a dual-feature fusion judgment mechanism combining wheel speed and sprung state, thereby accurately distinguishing target control scenarios with different frequency domains and energy characteristics.

[0057] Step S02: Calculate the expected suspension control force for each tire position under the target control scenario.

[0058] As can be understood, the expected suspension control force refers to the calculated force value that the ideal suspension system (such as shock absorbers and active actuators) should output. The vehicle suspension control device calculates the magnitude and direction of the forces that need to be applied at each of the four tires to achieve the ideal control effect in the target control scenario; this is the expected suspension control force.

[0059] In one feasible implementation, step S01 includes: Acquire driving operation signals, and based on the driving operation signals, determine whether the vehicle is in the vehicle body control scenario, wherein the vehicle body control scenario includes at least one of the vehicle body damping control scenario, pitch attitude control scenario, and roll attitude control scenario; It should be noted that driving operation signals include input signals reflecting driver behavior, such as accelerator pedal opening, brake pedal travel, steering wheel angle, and vehicle speed. Driving operation intent is the inferred driver's control objective, such as accelerating from a standstill, emergency braking, high-speed cornering, or smooth cruising. The vehicle suspension control system acquires these driving operation signals and, based on the amplitude and rate of change of these signals, determines the driver's current control intent, thereby determining whether the vehicle enters a body control scenario requiring suspension intervention.

[0060] Specifically, when the vehicle suspension control device detects a rapid increase in steering wheel angle and a synchronous increase in yaw rate, the IMU outputs a significant roll rate and lateral acceleration, and the device determines that the driver is performing an emergency lane change operation. After confirming that the vehicle is in a medium-to-high speed condition by combining the vehicle speed signal, the control logic activates the roll suppression mode and calculates the required anti-roll theoretical control force based on the driving operation intensity and the vehicle body roll rate.

[0061] And / or, based on the real-time wheel speed, calculate the radius change of the vehicle tires, perform bandpass filtering on the radius change to obtain the vertical tire fluctuation within a preset frequency range, and determine whether the vehicle is in the wheel jump control scenario based on the vertical tire fluctuation. It is understood that radius change refers to the instantaneous deviation of the effective rolling radius of the tire from the static nominal radius caused by road surface excitation (such as bumps, potholes, speed bumps) or fluctuations in the vertical load of the tire, reflecting the compression or rebound state of the tire in the vertical direction. The preset frequency range is set to 10-20Hz in this application, which is the main energy concentration area of ​​wheel hop phenomenon. The vehicle suspension control device infers the change in the effective rolling radius of the tire by the ratio of wheel speed to reference vehicle speed, thereby indirectly sensing the vertical deformation state of the tire, and applies a 10-20Hz bandpass filter to the radius change to effectively filter out low-frequency vehicle pitch / roll interference (<5Hz) and high-frequency sensor noise (>30Hz), accurately extracting the dynamic jump amplitude of the tire in the vertical direction, i.e., the tire vertical fluctuation amount (Hz), which is directly related to wheel hop, and determining whether the vehicle is in a wheel hop control scenario based on the obtained tire vertical fluctuation amount.

[0062] Specifically, refer to Figure 5 , Figure 5 A wheel bounce model diagram is provided. Referring to the dynamic model of the tire and suspension, road surface irregularities and tire mass imbalance will generate a certain vertical force, which will cause the tire to produce vertical displacement. The change in the effective rolling radius of the tire corresponds to the formula:

[0063] in, It is the real-time wheel speed. It's the vehicle speed. It is the tire rolling radius. It is the standard deviation within the sampling time window, and b is the preset proportionality coefficient.

[0064] Specifically, the steps for determining whether a vehicle is in a wheel hop control scenario based on the obtained tire vertical sway include: When the vertical undulation of the tire exceeds a first preset threshold, the vehicle is determined to be in a wheel hop control scenario.

[0065] It should be noted that the first preset threshold is used to distinguish between normal road surface disturbances and significant wheel hop events requiring active intervention. The vehicle suspension control device determines that the vehicle is currently in a wheel hop control scenario after the vertical hop amplitude (Hz) exceeds a certain wheel hop activation threshold.

[0066] And / or, based on the real-time wheel speed, calculate the tire's wheel speed change rate and slip rate, and based on the wheel speed change rate, the slip rate, and the sprung acceleration, determine whether the vehicle is in the tunnel control scenario, wherein the sprung acceleration is determined based on the sprung state or is obtained based on the sprung acceleration sensor.

[0067] It should be noted that the wheel speed change rate Wheel speed is the derivative of wheel speed with respect to time, reflecting the rate of change of wheel rotation speed. When a wheel falls into a pothole, its speed increases instantaneously due to the decrease in tire contact with the ground, resulting in a large rate of change of wheel speed. Slip ratio characterizes the sliding state of the wheel relative to the road surface; when crossing a pothole, the slip ratio increases sharply due to the decrease in vertical force on the tire. Sprout acceleration refers to the vertical acceleration at different wheel positions. The vehicle suspension control device calculates two key indicators—wheel speed change rate and slip ratio—based on the real-time wheel speed obtained from the wheel speed sensors. Simultaneously, it acquires the current sprout acceleration of the vehicle. Combining the sprout acceleration, wheel speed change rate, and slip ratio, it determines whether the vehicle is in a pothole control scenario.

[0068] Furthermore, sprung acceleration can be directly acquired by an acceleration sensor installed on the vehicle body, or it can be calculated by a 6-axis IMU. The formula for calculating sprung acceleration is as follows: Among them, a z1 , a z2 , a z3 , a z4 These are the vertical accelerations at the left front, right front, left rear, and right rear wheels, respectively, where d can be either the front axle track width or the rear axle track width. To obtain the angular acceleration by differentiating the angular velocities around the X / Y axes measured by the IMU, a z It is the acceleration along the Z-axis. The longitudinal distance from the rear axle to the center of gravity. This is the longitudinal distance from the front axle to the center of mass.

[0069] In one feasible implementation, the step of calculating the tire's wheel speed change rate and slip ratio based on the real-time wheel speed, and determining whether the vehicle is in the tunnel control scenario based on the wheel speed change rate, the slip ratio, and the sprung acceleration, further includes: Based on the wheel speed change rate and slip rate, it is determined whether the vehicle is in a tunnel scenario. When the vehicle is in a tunnel scenario, it is determined whether the sprung acceleration is less than a third preset threshold. It should be noted that the "pitfall scenario" refers to the instantaneous sinking of the tires and a sharp drop in vertical support force when a vehicle passes over a pothole, leading to a sudden change in wheel speed and vehicle instability. However, when the pothole is small and the time spent passing it is short, it is generally not necessary to enter the pitfall control scenario. The third preset threshold serves as the confirmation condition for the depth of the pitfall and is used to ultimately lock the activation state of the pitfall control scenario. The vehicle suspension control device first determines whether the vehicle is in the pitfall scenario based on the wheel speed change rate and slip rate. When the vehicle is in the pitfall scenario, if the sprung acceleration threshold is lower than the third preset threshold, it indicates that the degree of vehicle sag has exceeded the preset severity limit, i.e., entering the pitfall control state. Figure 6 , Figure 6 A flowchart for tunnel identification is provided.

[0070] Furthermore, the time-domain performance of the vehicle over the pothole is shown in the following diagram. Figure 7 The figure shows the response curves under different working conditions, illustrating the changes of key variables such as wheel displacement, acceleration, wheel speed, and wheel speed change rate over time.

[0071] As shown in Figure a, the wheel displacement changes over time. Blue: the lower rail is stationary, indicating that the wheel is undisturbed; green: the track is falling, simulating road surface subsidence (such as potholes); yellow: the track is rising, simulating road surface protrusion (such as bumps); red: after the upper rail returns to a stationary state, it indicates that the wheel has returned to its equilibrium position, reflecting the direct excitation of road surface unevenness on the wheel.

[0072] As shown in Figure b, the spring acceleration changes over time. Blue: stationary state, indicating zero acceleration; green: track falling, indicating downward acceleration of the vehicle body; yellow: track rising, indicating upward acceleration of the vehicle body; red: returning to rest, indicating that the acceleration tends to stabilize.

[0073] As shown in Figure c, the wheel speed changes over time. Blue: stationary, indicating a constant wheel speed (approximately 11.2 m / s); green: the track is falling, indicating a brief decrease in wheel speed; yellow: the track is rising, indicating a significant increase in wheel speed; red: recovery, indicating that the wheel speed has returned to normal.

[0074] As shown in Figure d, the wheel speed change rate changes over time. Blue: stationary, indicating acceleration of 0; green: the track is falling, indicating a rapid decrease in wheel speed, i.e., negative acceleration; yellow: the track is rising, i.e., a rapid increase in wheel speed, i.e., positive acceleration; red: recovery, indicating acceleration tending to 0.

[0075] In one feasible implementation, the step of determining whether a vehicle is in a tunnel scenario based on the wheel speed change rate and slip ratio includes: If both the rate of change and the slip rate exceed the fourth preset threshold, the vehicle is determined to be in a tunnel scenario. Understandably, the fourth preset threshold includes two independent thresholds: the rate of change threshold and the slip ratio threshold, which are set based on vehicle speed. The vehicle suspension control device compares the real-time values ​​of sprung acceleration and wheel speed with the pit threshold at different vehicle speeds. When the rate of change of wheel speed and slip ratio are higher than the pit threshold, the vehicle is determined to be in a pit scenario.

[0076] In one feasible implementation, the step of calculating the expected suspension control force at each tire position under the target control scenario includes: And / or, if the vehicle is in the vehicle body control scenario, then based on the sprung state, the first expected suspension control force corresponding to each tire position in the vehicle body control scenario is calculated; Understandably, after determining that the vehicle is in a body control scenario, the vehicle suspension control device uses the sprung state measured in real time by a six-axis IMU to calculate the suspension force required at each tire position to suppress the current body posture fluctuation.

[0077] And / or, if the vehicle is in the wheel hop control scenario, then the second expected suspension control force corresponding to the position of each tire in the wheel hop control scenario is calculated based on the tire vertical sway amount; It should be noted that after determining that the vehicle is in a wheel hop control scenario, the vehicle suspension control device determines the corresponding suspension damping force requirement for each tire position based on the magnitude of the vertical sway of the tires through a preset mapping relationship (such as a lookup table function or a linear / nonlinear function).

[0078] And / or, if the vehicle is in the tunnel control scenario, then the third expected suspension control force corresponding to the tire position in the tunnel control scenario is calculated based on the time the vehicle is in the tunnel control scenario.

[0079] Understandably, after determining that the vehicle is in a tunnel control scenario, the vehicle suspension control device gradually increases the suspension force at each tire position according to the time progress of the vehicle being in the tunnel control scenario. In addition, it can also calculate the vertical support force acting on the tire at the wheel contact point and the reaction force from the road surface to the tire based on the real-time wheel speed. When the vehicle enters the tunnel, the tire leaves the road surface, the vertical force approaches zero, and the wheel speed increases due to the decrease in rolling resistance. Therefore, the vertical force is negatively correlated with the real-time wheel speed, that is, the higher the wheel speed (relative to the reference vehicle speed), the weaker the vertical support and the smaller the vertical force.

[0080] In one feasible implementation, the step of calculating the second expected suspension control force corresponding to the tire position in the wheel bounce control scenario based on the tire vertical undulation includes: The initial second expected suspension control force is determined based on the tire vertical undulation, wherein the tire vertical undulation is positively correlated with the initial second expected suspension control force. Understandably, the initial second expected suspension control force refers to the basic damping force command first applied to quickly attenuate unsprung mass vibration after determining that a wheel hop control scenario has been entered. After entering a wheel hop control scenario, the vehicle suspension control device sets the initial second expected suspension control force. The greater the vertical undulation of the tire, the more severe the wheel hop, and the greater the required initial second expected suspension control force.

[0081] Based on the slip ratio, a correction coefficient is determined, and based on the correction coefficient, the initial second expected suspension control force is corrected to obtain the second expected suspension control force corresponding to each tire position in the wheel bounce control scenario.

[0082] It should be noted that the correction coefficient refers to a scaling factor or gain coefficient calculated in real time based on the slip ratio or obtained by looking up a table. It is used to adjust the magnitude of the initial second expected suspension control force to take into account the impact of the longitudinal slip of the tire during wheel bounce on the suspension control requirements. Since the slip ratio indicates the tire's contact patch condition, if the tire's contact patch condition is severely deteriorated, the damping force is increased by the correction coefficient to help the tire regain contact patch with stronger braking. Therefore, the vehicle suspension control device determines the corresponding correction coefficient based on the magnitude of the slip ratio through a preset functional relationship or by looking up a table. When the slip ratio is small, the correction coefficient is close to 1 (i.e., no modification). When the slip ratio exceeds a certain threshold, the correction coefficient is greater than 1, and the larger the slip ratio, the larger the correction coefficient. Subsequently, the initial second expected suspension control force is multiplied by this correction coefficient to obtain the final second expected suspension control force.

[0083] Slip ratio formula:

[0084] in, The speed is the vehicle speed.

[0085] Specifically, the steps for determining the correction coefficient based on the slip ratio include: If the slip ratio is greater than the second preset threshold, a correction coefficient is determined based on the slip ratio, and the initial second expected suspension control force is corrected based on the correction coefficient to obtain the second expected suspension control force corresponding to each tire position in the wheel bounce control scenario.

[0086] Understandably, the second preset threshold is used to determine whether the current wheel is in a high-risk slip condition. When the slip ratio is greater than the second preset threshold, it indicates that the longitudinal slip of the current tire has exceeded the safety limit, the ground contact has seriously deteriorated, and control intervention is required. At this time, the vehicle suspension control device determines the correction coefficient corresponding to the current slip ratio, and then corrects the initial second expected suspension control force to obtain the second expected suspension control force corresponding to each tire position in the wheel bounce control scenario, further reducing the slip ratio deterioration trend caused by vertical load fluctuations.

[0087] In this embodiment, a wheel speed sensor is used to replace the traditional wheel bounce amplitude and frequency calculation based on a height sensor to evaluate the vertical fluctuation of the tire, increase the damping current or set it to a high damping setting to activate the wheel bounce suppression function, and the wheel speed sensor is used to replace the traditional pothole detection function based on a height sensor, and potholes are identified by combining the sprung state and wheel speed state.

[0088] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the vehicle suspension control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0089] This application also provides a vehicle suspension control device, please refer to... Figure 8 The vehicle suspension control device includes: The acquisition module 10 is used to acquire the inherent parameters of the vehicle, as well as the sprung state collected by the IMU sensor and the real-time wheel speed collected by the wheel speed sensor. The estimation module 20 is used to estimate the vertical force at each tire position of the vehicle based on the inherent parameters and the sprung state; Calculation module 30 is used to calculate the expected suspension control force at each tire position based on the real-time wheel speed and / or the sprung state; The control module 40 is used to control the vehicle suspension under different scenarios based on the vertical force and the expected suspension control force.

[0090] Optionally, the control module includes: The control submodule is used to determine the feedback compensation control quantity based on the force difference between the vertical force and the expected suspension control force; if the vehicle's suspension type is a semi-active suspension, then the feedback compensation current is mapped according to the feedback compensation control quantity, and vehicle suspension control is performed under different scenarios based on the feedback compensation current; if the vehicle's suspension type is an active suspension, then vehicle suspension control is performed under different scenarios based on the feedback compensation control quantity.

[0091] Optionally, the estimation module includes: The derivation submodule is used to calculate the overall force on the vehicle based on the inherent parameters and the sprung state; and to derive the vertical force at each tire position of the vehicle based on the overall force and the inherent parameters.

[0092] Optionally, the computing module includes: The judgment submodule is used to determine the target control scenario in which the vehicle is located based on the real-time wheel speed and / or the sprung state, wherein the target control scenario includes at least one of the body control scenario, wheel hop control scenario and pit control scenario; and to calculate the expected suspension control force of each tire position under the target control scenario.

[0093] Optionally, the determination submodule includes: The judgment unit is used to acquire driving operation signals and, based on the driving operation signals, determine whether the vehicle is in the vehicle body control scenario, wherein the vehicle body control scenario includes at least one of the vehicle body damping control scenario, pitch attitude control scenario, and roll attitude control scenario; calculate the radius change of the vehicle tires based on the real-time wheel speed, perform bandpass filtering on the radius change to obtain the vertical tire undulation within a preset frequency range, and determine whether the vehicle is in the wheel bounce control scenario based on the vertical tire undulation; calculate the wheel speed change rate and slip rate of the tires based on the real-time wheel speed, and determine whether the vehicle is in the pit control scenario based on the wheel speed change rate, the slip rate, and the sprung acceleration, wherein the sprung acceleration is determined based on the sprung state or acquired by a sprung acceleration sensor.

[0094] Optionally, the determining unit includes: The calculation subunit is configured to: if the vehicle is in the body control scenario, calculate the first expected suspension control force corresponding to each tire position in the body control scenario based on the sprung state; if the vehicle is in the wheel bounce control scenario, calculate the second expected suspension control force corresponding to each tire position in the wheel bounce control scenario based on the tire vertical undulation; and if the vehicle is in the tunnel control scenario, calculate the third expected suspension control force corresponding to each tire position in the tunnel control scenario based on the time the vehicle has been in the tunnel control scenario.

[0095] Optionally, the computing subunit includes: A correction component is used to determine an initial second expected suspension control force based on the tire vertical undulation, wherein the tire vertical undulation is positively correlated with the initial second expected suspension control force; determine a correction coefficient based on the slip ratio, and correct the initial second expected suspension control force based on the correction coefficient to obtain the second expected suspension control force corresponding to each tire position in the wheel bounce control scenario.

[0096] This application provides a vehicle suspension control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the vehicle suspension control method in Embodiment 1 above.

[0097] The following is for reference. Figure 9 The diagram illustrates a structural schematic suitable for implementing a vehicle suspension control device according to embodiments of this application. The vehicle suspension control device in these embodiments may include, but is not limited to, mobile terminals such as mobile phones, tablets, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital televisions and desktop computers. Figure 9 The vehicle suspension control device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0098] like Figure 9As shown, the vehicle suspension control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the vehicle suspension control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the vehicle suspension control equipment to communicate wirelessly or wiredly with other devices to exchange data. Although the figures show vehicle suspension control equipment with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0099] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0100] The vehicle suspension control device provided in this application, employing the vehicle suspension control method described in the above embodiments, can solve the technical problem of vehicle suspension control. Compared with the prior art, the beneficial effects of the vehicle suspension control device provided in this application are the same as those of the vehicle suspension control method provided in the above embodiments, and other technical features of this vehicle suspension control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0101] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0102] 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.

[0103] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle suspension control method in the above embodiments.

[0104] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0105] The aforementioned computer-readable storage medium may be included in the vehicle suspension control device; or it may exist independently and not assembled into the vehicle suspension control device.

[0106] The aforementioned computer-readable storage medium carries one or more programs that, when executed by a vehicle suspension control device, cause the vehicle suspension control device to: evaluate the real-time wheel speed of the vehicle using sensor signals collected by preset sensors, wherein the preset sensors include wheel speed sensors or sprung sensors, the sprung sensors include IMU sensors and / or height sensors, and the preset sensors do not include unsprung acceleration sensors; estimate the sprung state of the vehicle; and perform suspension control under different scenarios based on the sprung state and the real-time wheel speed.

[0107] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0108] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0109] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0110] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle suspension control method, thereby solving the technical problem of vehicle suspension control. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the vehicle suspension control method provided in the above embodiments, and will not be repeated here.

[0111] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle suspension control method described above.

[0112] The computer program product provided in this application can solve the technical problem of vehicle suspension control. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the vehicle suspension control method provided in the above embodiments, and will not be repeated here.

[0113] All acquisition of signals, information, or actions in this application are carried out in compliance with the relevant data protection laws and policies of the country where the application is located, and with the authorization of the relevant device owner.

[0114] The above description is only a part of the embodiments of this application and does not limit the scope of protection of this application. All equivalent structural transformations made under the technical concept of this application and using the content of this application specification and drawings, or direct / indirect applications in other related technical fields, are included in the scope of protection of this application.

Claims

1. A vehicle suspension control method, characterized in that, The vehicle suspension control method includes: Acquire the vehicle's inherent parameters, as well as the sprung state collected by the IMU sensor and the real-time wheel speed collected by the wheel speed sensor; Based on the inherent parameters and the sprung state, estimate the vertical force at each tire position of the vehicle; Based on the real-time wheel speed and / or the sprung state, calculate the expected suspension control force at each tire position; Based on the vertical force and the expected suspension control force, vehicle suspension control is performed under different scenarios.

2. The vehicle suspension control method as described in claim 1, characterized in that, The step of estimating the vertical force at each tire position of the vehicle based on the inherent parameters and the sprung state includes: Based on the inherent parameters and the sprung state, the overall force on the vehicle is calculated; Based on the overall force and the inherent parameters, the vertical force at each tire position of the vehicle is derived.

3. The vehicle suspension control method as described in claim 1, characterized in that, The step of calculating the expected suspension control force at each tire position based on the real-time wheel speed and / or the sprung state includes: Based on the real-time wheel speed and / or the sprung state, the target control scenario in which the vehicle is located is determined, wherein the target control scenario includes at least one of the following: body control scenario, wheel jump control scenario, and tunnel control scenario. Calculate the expected suspension control force for each tire position under the target control scenario.

4. The vehicle suspension control method as described in claim 3, characterized in that, The step of determining the target control scenario of the vehicle based on the real-time wheel speed and / or the sprung state includes: Acquire driving operation signals, and based on the driving operation signals, determine whether the vehicle is in the vehicle body control scenario, wherein the vehicle body control scenario includes at least one of the vehicle body damping control scenario, pitch attitude control scenario, and roll attitude control scenario; And / or, based on the real-time wheel speed, calculate the radius change of the vehicle tires, perform bandpass filtering on the radius change to obtain the vertical tire fluctuation within a preset frequency range, and determine whether the vehicle is in the wheel jump control scenario based on the vertical tire fluctuation. And / or, based on the real-time wheel speed, calculate the tire's wheel speed change rate and slip rate, and based on the wheel speed change rate, the slip rate, and the sprung acceleration, determine whether the vehicle is in the tunnel control scenario, wherein the sprung acceleration is determined based on the sprung state or is obtained based on the sprung acceleration sensor.

5. The vehicle suspension control method as described in claim 4, characterized in that, The expected suspension control force includes at least one of a first expected suspension control force, a second expected suspension control force, and a third expected suspension control force. The step of calculating the expected suspension control force of each tire position under the target control scenario includes: If the vehicle is in the vehicle body control scenario, then based on the sprung state, the first expected suspension control force corresponding to each tire position in the vehicle body control scenario is calculated; And / or, if the vehicle is in the wheel hop control scenario, then the second expected suspension control force corresponding to the position of each tire in the wheel hop control scenario is calculated based on the tire vertical sway amount; And / or, if the vehicle is in the tunnel control scenario, then the third expected suspension control force corresponding to the position of each tire in the tunnel control scenario is calculated based on the time the vehicle is in the tunnel control scenario.

6. The vehicle suspension control method as described in claim 5, characterized in that, The step of calculating the second expected suspension control force corresponding to each tire position in the wheel bounce control scenario based on the tire vertical undulation includes: The initial second expected suspension control force is determined based on the tire vertical undulation, wherein the tire vertical undulation is positively correlated with the initial second expected suspension control force. Based on the slip ratio, a correction coefficient is determined, and based on the correction coefficient, the initial second expected suspension control force is corrected to obtain the second expected suspension control force corresponding to each tire position in the wheel bounce control scenario.

7. The vehicle suspension control method as described in claim 1, characterized in that, The steps for controlling the vehicle suspension under different scenarios based on the vertical force and the expected suspension control force include: Based on the force difference between the vertical force and the expected suspension control force, the feedback compensation control amount is determined; If the vehicle's suspension type is semi-active suspension, then the feedback compensation current is mapped according to the feedback compensation control quantity, and the vehicle suspension is controlled under different scenarios based on the feedback compensation current. If the vehicle's suspension type is active suspension, then vehicle suspension control is performed under different scenarios based on the feedback compensation control amount.

8. A vehicle suspension control device, characterized in that, The device includes: The acquisition module is used to acquire the vehicle's inherent parameters, as well as the sprung state collected by the IMU sensor and the real-time wheel speed collected by the wheel speed sensor. An estimation module is used to estimate the vertical force at each tire position of the vehicle based on the inherent parameters and the sprung state; The calculation module is used to calculate the expected suspension control force at each tire position based on the real-time wheel speed and / or the sprung state; The control module is used to control the vehicle suspension under different scenarios based on the vertical force and the expected suspension control force.

9. A vehicle suspension control device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle suspension control method as claimed in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the vehicle suspension control method as described in any one of claims 1 to 7.

11. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the steps of the vehicle suspension control method as described in any one of claims 1 to 7.

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