Suspension system testing method and vehicle

Abstract

The application provides a detection method of a suspension system and a vehicle, and relates to the technical field of vehicle chassis. After a first control action is performed, a force deviation value is determined, which can determine the deviation degree of the actual feedback force when following the first target demand force. The actual feedback force greater than the preset force indicates that the suspension system has output a large part of the active force, but the force has not been fully realized. The force deviation value in the preset deviation range indicates that the actual feedback force is close to the first target demand force, the suspension system has entered an effective force applying stage, the establishment process of the active force is normal, but it has not reached a saturated state. In combination with the above multi-dimensional conditions, it can be determined that the execution component is working, the establishment process of the active force is normal, but the force has not been fully realized, and it can be concluded that the hydraulic pipeline has been blocked. The related technology only relies on the relative height without change, and cannot distinguish the influence caused by the height sensor fault. Therefore, the method can accurately detect the pipeline of the suspension system.

Description

Technical Field

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

[0002] The vehicle's suspension system mainly includes multiple devices such as electronically controlled shock absorber assemblies, height sensors, drive assemblies, and suspension controllers. These devices are connected by pipelines, such as the hydraulic lines between each electronically controlled shock absorber assembly and its corresponding drive assembly.

[0003] When the suspension system is in operation, high-pressure oil impurities may accumulate in the hydraulic lines, and valve ports may become blocked. This can reduce the flow cross-sectional area of ​​the high-pressure oil, or even cause blockage of the hydraulic lines, resulting in a lag in the force response of the shock absorbers in the electronically controlled shock absorber assembly, affecting the suspension control accuracy and the ride comfort of the vehicle.

[0004] Most related technologies focus on general fault diagnosis for sensor malfunctions, drive assembly abnormalities, etc., and do not disclose solutions for detecting blockages in the aforementioned hydraulic lines. Instead, they indirectly determine blockages by observing no change in the relative height between the vehicle body and the wheels. These blockage detection methods are not precise enough and cannot distinguish between blockages and other faults. Other faults include stuck return valves and compression valves in the electronically controlled shock absorber assembly and / or malfunctioning height sensors.

[0005] Therefore, there is an urgent need for a testing method for suspension systems to accurately detect faults in the suspension system. Summary of the Invention

[0006] This application provides a method for testing a suspension system and a vehicle thereof. The method can accurately test the pipelines of the suspension system to determine whether the hydraulic pipelines are blocked.

[0007] In a first aspect, a method for detecting a suspension system is provided. The suspension system includes a first shock absorber connected to a hydraulic line. The method includes: responding to the suspension system meeting preset detection conditions, driving the first shock absorber to perform a first control action corresponding to a first target demand force; after performing the first control action, determining a force deviation value based on the first target demand force and the actual feedback force of the first shock absorber, the force deviation value reflecting the degree of deviation of the actual feedback force of the first shock absorber when following the first target demand force; and outputting a first warning message indicating that the hydraulic line is blocked when the actual feedback force is greater than a preset force, the force deviation value is within a preset deviation range, and the height change value is less than a first preset change value, the height change value being the actual displacement of the vehicle body under the first control action.

[0008] In the above technical solution, after the suspension system meets the preset detection conditions, the first shock absorber is driven to execute the first control action (such as compression) corresponding to the first target demand force. After the first control action is executed, the actual response parameters are compared with the target response parameters to detect faults in the suspension system. That is, the above solution adopts a closed-loop diagnostic logic of active excitation -> feedback acquisition -> comparative analysis, so that the suspension system is no longer passively waiting for faults to occur, but can achieve early warning of faults. Specifically, after executing the first control action, the force deviation value is determined, which clarifies the degree of deviation of the actual feedback force when following the first target demand force. For example, whether the suspension system has entered an effective force application stage but has not yet reached the limit saturation state. Further, when the actual feedback force is greater than the preset force and the force deviation value is within the preset deviation range, and the height change value is less than the first preset change value, a first warning message is output. The actual feedback force being greater than the preset force indicates that the suspension system has output a significant portion of the main power, but the force has not yet been fully realized, which is a prerequisite for hydraulic line blockage. If a significant portion of the main power cannot be output, it indicates a hardware failure in the actuator of the suspension system. A force deviation value within the preset deviation range indicates that the actual feedback force is close to the first target demand force, the suspension system has entered the effective force application stage, the first shock absorber has output active force and the active force establishment process is normal, but it has not yet reached the limit saturation state. A height change value less than the first preset change value indicates that the vehicle body hardly moves in the direction corresponding to the first control action, and the transmission channel (hydraulic line) for active force to move in that direction cannot be blocked. Combining the above multi-dimensional parameter conditions, it can be shown that the actuator (including the first shock absorber) is working and there is no hardware failure, the active force establishment process is normal, but the force has not yet been fully reflected, and it can be accurately deduced that the hydraulic line is blocked, resulting in obstruction of active force transmission. Related technologies rely only on the single dimension of no change in relative height, which may not be able to distinguish the impact of height sensor failure. Therefore, compared with related technologies, this solution can accurately detect the pipeline of the suspension system and determine whether the hydraulic line is blocked.

[0009] In conjunction with the first aspect, in some possible implementations, the method for determining whether the suspension system meets the preset detection conditions includes: determining whether the suspension system is in a first preset state, the first preset state being a state where the suspension system is in a state where high-voltage power supply is complete and high-voltage electricity can be safely used; if the suspension system is in the first preset state, determining whether the vehicle is in a second preset state, the second preset state being a stable and stationary safe state; if the vehicle is in the second preset state, determining whether the actuators in the suspension system are in a stationary and fault-free initial state; if the actuators are in the stationary and fault-free initial state, determining that the suspension system meets the preset detection conditions.

[0010] In the above technical solution, the suspension system is in a state where high-voltage power supply is complete and safe to use, ensuring a stable and reliable energy supply and safety foundation for the pipeline testing process. The vehicle is in a stable and stationary safe state, eliminating attitude interference caused by dynamic operating conditions. The actuators are in a stationary and fault-free initial state, preventing any malfunctions in the actuators from affecting the initiation of the pipeline testing process. This solution uses a step-by-step verification logic, eliminating interference factors sequentially from energy safety and vehicle operating conditions to the state of the actuators. This ensures that each judgment provides reliable support for the preset testing conditions, thereby accurately determining whether the suspension system meets the preset testing conditions.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the force deviation value is determined based on the first target demand force and the actual feedback force of the first shock absorber, including: determining the sum of the first target demand force and the basic demand force as the first demand force, where the basic demand force is the reference force that already exists when the suspension system meets the preset detection conditions; determining the difference between the first demand force and the actual feedback force as the first force difference value; and determining the ratio between the first force difference value and the first demand force as the force deviation value.

[0012] In the above technical solution, the first demand force is determined as the sum of the first target demand force and the basic demand force already existing when the suspension system meets the preset testing conditions. This eliminates the influence of the initial reference force on the subsequent pipeline testing process. The first force difference between the first demand force and the actual feedback force is determined, which intuitively reflects the gap between the actual response and the target response of the active force. The ratio between the first force difference and the first demand force is determined as the force deviation value, which achieves the normalization and quantification of the first force difference. This solution eliminates the interference of the inherent reference force, allowing the force deviation value to truly reflect the response deviation of the first shock absorber to the first target demand force. The above solution can accurately and stably reflect the actual response deviation of the first shock absorber, providing reliable and accurate parameter basis for the subsequent pipeline testing process.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, before outputting the first warning message that the hydraulic pipeline is blocked, the method further includes: obtaining a first duration when the actual feedback force is greater than a preset force and the force deviation value is within a preset deviation range and the height change value is less than a first preset change value; and outputting the first warning message when the actual feedback force is greater than the preset force and the force deviation value is within a preset deviation range and the height change value is less than the first preset change value and the first duration is greater than the first preset duration.

[0014] In the above technical solution, a duration (first duration) is introduced where the actual feedback force is greater than the preset force, the force deviation is within the preset deviation range, and the height change is less than the first preset change value. A longer first duration indicates that the target phenomenon (the actuator is working and no hardware failure has occurred; the active force establishment process is normal, but the force has not yet been fully manifested) is not a transient interference. Only when the actual feedback force is greater than the preset force, the force deviation is within the preset deviation range, the height change is less than the first preset change value, and the first duration is longer than the first preset duration, is the first warning message output. This solution, based on the principle of dual verification using multi-dimensional parameter conditions and time thresholds, can effectively filter transient interference and abnormal noise, ensuring that each judgment condition is stably and continuously met. Therefore, the above solution can significantly improve the accuracy and reliability of detecting blockages in hydraulic pipelines.

[0015] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, after outputting the first warning message that the hydraulic line is blocked, the method further includes: determining the response time, maximum overshoot, and steady-state error of the first shock absorber when performing the first control action, wherein the maximum overshoot reflects the maximum deviation between the actual feedback force of the first shock absorber and the first target demand force, and the steady-state error reflects the deviation between the actual feedback force of the suspension system and the first target demand force when the suspension system is in a steady state; and outputting a second warning message when the response time is greater than a preset response time and / or the maximum overshoot is greater than a preset overshoot and / or the steady-state error is greater than a preset steady-state error, wherein the second warning message indicates that the response of the suspension system to the first target demand force has not reached a preset standard.

[0016] In the above technical solution, after outputting the first warning message that the hydraulic line is blocked, the response time, maximum overshoot, and steady-state error of the first shock absorber executing the first control action are determined. This can comprehensively characterize the dynamic response characteristics of the suspension system to the first target demand force. When the response time is greater than the preset response time and / or the maximum overshoot is greater than the preset overshoot and / or the steady-state error is greater than the preset steady-state error, a second warning message is output that the suspension system's response to the first target demand force has not reached the preset standard. The above solution comprehensively evaluates the system performance of the suspension system from multiple dimensions such as response speed, deviation magnitude, and steady-state accuracy. Based on multi-dimensional dynamic indicators, it can accurately identify hidden performance defects other than line blockage, effectively improving the comprehensiveness and detail of fault diagnosis.

[0017] In conjunction with the first aspect and the above-described implementation methods, in some possible implementation methods, determining the response time, maximum overshoot, and steady-state error of the first damper executing the first control action includes: acquiring a first moment and the execution moment of the first control action, and determining the interval between the execution moment and the first moment as the response time, wherein the first moment is the moment when the actual feedback force and the second demand force are the same, and the second demand force is the product of the first target demand force and the preset amplitude; determining the difference between the maximum actual feedback force and the first demand force as the second force difference, and determining the ratio between the second force difference and the first demand force as the maximum overshoot; during the execution of the first control action, determining the average value of multiple actual feedback forces as the average feedback force, determining the difference between the average feedback force and the first demand force as the third force difference, and determining the ratio between the third force difference and the first demand force as the steady-state error.

[0018] In the above technical solution, the time interval between the first moment and the execution moment of the first control action is defined as the response time. This accurately reflects the speed characteristics of the first shock absorber reaching the first target required force. The ratio of the second force difference between the maximum actual feedback force and the first required force to the first required force is defined as the maximum overshoot. This accurately reflects the maximum fluctuation in the force (first target required force) response process. Furthermore, the ratio of the third force difference between the average feedback force during the execution of the first control action and the first required force to the first required force is defined as the steady-state error, which objectively reflects the force tracking accuracy of the suspension system after stabilization. The above solution quantifies the response characteristics of the suspension system from three dimensions: dynamic speed, peak deviation, and steady-state accuracy. It can eliminate the influence of instantaneous fluctuations and random disturbances, and determine more reliable response time, maximum overshoot, and steady-state error.

[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, after outputting the first reminder message that the hydraulic pipeline is blocked, the method further includes: determining whether the height change value is less than a second preset change value, the second preset change value being greater than the first preset change value; and outputting a third reminder message when the height change value is less than the second preset change value and the second duration of the height change value being less than the second preset change value is greater than the second preset duration, the third reminder message being used to indicate that the height change value corresponding to the vehicle body has not reached the preset standard.

[0020] In the above technical solution, after outputting the first warning message that the hydraulic line is blocked, it is determined whether the height change value is less than a larger second preset change value. This can distinguish between different judgment levels of line blockage and abnormal response of vehicle height. The duration for which the height change value is less than the second preset change value (the second duration) is compared with the second preset duration. This can further confirm the continuous abnormal state of height change through a more lenient change value threshold and duration verification. Only when the height change is in a continuous abnormal state is the third warning message output. The above solution can avoid misjudgment based on a single condition and avoid misjudging the height response as substandard when the height change is in a momentary abnormal state. That is, by adding a duration verification on the basis of the original height judgment, this solution can realize a secondary confirmation of the vehicle height status, accurately distinguish between line blockage and height execution abnormality, and improve the accuracy and reliability of height response judgment.

[0021] In conjunction with the first aspect and the above-described implementation, in some possible implementations, the suspension system further includes a second shock absorber, a third shock absorber, and a fourth shock absorber. After outputting a first warning message indicating that the hydraulic line is blocked, the method further includes: when the first and second shock absorbers are located on the front axle of the vehicle and the third and fourth shock absorbers are located on the rear axle of the vehicle, driving the second shock absorber to perform a first control action corresponding to the first target demand force, and driving the third and fourth shock absorbers to perform a second control action corresponding to the second target demand force, wherein the first target demand force and the second target demand force are of the same magnitude but opposite in direction; after performing the first and second control actions, determining a first change value in the longitudinal acceleration of the vehicle; and when the first change value is less than a third preset change value, outputting a fourth warning message, which indicates that the change value in the longitudinal acceleration of the vehicle has not reached a preset standard.

[0022] In the above technical solution, after outputting the first warning message indicating that the hydraulic line is blocked, the four shock absorbers distributed on the front and rear axles of the vehicle form a coordinated control mechanism. The first and second shock absorbers on the front axle are driven to perform a first control action with the same target required force (first target required force), while the third and fourth shock absorbers on the rear axle are driven to perform a second control action with the same target required force (second target required force). This constructs a stable longitudinal pitch excitation, i.e., the vehicle makes a "nodding" or "lifting" motion. After executing the first and second control actions, if the first change in the vehicle's longitudinal acceleration is less than a third preset change value, a fourth warning message is output. This can accurately identify whether there is insufficient response in longitudinal acceleration, thereby accurately and reliably identifying whether there is an abnormal response in the vehicle's longitudinal direction.

[0023] In combination with the first aspect and the above implementation, in some possible implementations, the method further includes: during the execution of the first control action and the second control action, determining the average value of multiple pitch angular velocities of the vehicle as the average pitch angular velocity; if the average pitch angular velocity is less than the preset pitch angular velocity, outputting a fifth reminder message, the fifth reminder message being used to indicate that the pitch angular velocity of the vehicle has not reached the preset standard.

[0024] In the above technical solution, during the execution of the first and second control actions, the average value of multiple pitch angular velocities of the vehicle is determined as the average pitch angular velocity. This effectively filters out instantaneous fluctuations and random interference, ensuring that the obtained average pitch angular velocity accurately and stably reflects the actual pitch motion state of the vehicle. Furthermore, a fifth reminder message is only output when the average pitch angular velocity is less than a preset pitch angular velocity. Based on the principle of directly comparing the actual pitch motion state with a preset standard, this solution can accurately identify situations where the pitch response is weak, complementing the longitudinal acceleration detection process and improving the comprehensiveness of the assessment of the vehicle's longitudinal performance.

[0025] In conjunction with the first aspect and the above implementation, in some possible implementations, after outputting the first warning message that the hydraulic line is blocked, the method further includes: when the first and second shock absorbers are located on the front axle of the vehicle and the third and fourth shock absorbers are located on the rear axle of the vehicle, driving the third shock absorber to perform a first control action corresponding to the first target demand force, and driving the second and fourth shock absorbers to perform a second control action corresponding to the second target demand force, wherein the first target demand force and the second target demand force are of the same magnitude but opposite in direction; after performing the first and second control actions, determining a second change value in the lateral acceleration of the vehicle; and if the second change value is less than a fourth preset change value, outputting a sixth warning message, which indicates that the change value in the lateral acceleration of the vehicle has not reached a preset standard.

[0026] In the above technical solution, after outputting the first warning message indicating that the hydraulic line is blocked, based on the aforementioned arrangement of the four shock absorbers, the first and third shock absorbers on the left side of the vehicle are driven to perform a first control action with the same target required force (first target required force), and the second and fourth shock absorbers on the rear axle are driven to perform a second control action with the same target required force (second target required force). This can create a stable lateral roll excitation, i.e., the vehicle makes a "left roll" or "right roll" movement. After executing the first and second control actions, if the second change value of the vehicle's lateral acceleration is less than the fourth preset change value, a sixth warning message is output. This can accurately identify whether there is insufficient response in lateral acceleration, thereby accurately and reliably identifying whether there is an abnormal response in the vehicle's lateral direction.

[0027] In conjunction with the first aspect and the above implementation, in some possible implementations, the method further includes: during the execution of the first control action and the second control action, determining the average value of multiple roll angular velocities of the vehicle as the average roll angular velocity; if the average roll angular velocity is less than a preset roll angular velocity, outputting a seventh reminder message, which is used to indicate that the roll angular velocity of the vehicle has not reached the preset standard.

[0028] In the above technical solution, during the execution of the first and second control actions, the average value of multiple roll angular velocities of the vehicle is determined as the average roll angular velocity. This effectively filters out instantaneous fluctuations and random interference, ensuring that the obtained average roll angular velocity accurately and stably reflects the actual tilting motion state of the vehicle. Furthermore, a seventh reminder message is only output when the average roll angular velocity is less than a preset roll angular velocity. Based on the principle of directly comparing the actual tilting motion state with a preset standard, the above solution can accurately identify situations where the roll response is weak, complementing the lateral acceleration detection process and improving the comprehensiveness of the assessment of the vehicle's lateral performance.

[0029] Secondly, a detection device for a suspension system is provided. The suspension system includes a first shock absorber connected to a hydraulic line. The device includes: a drive module for driving the first shock absorber to perform a first control action corresponding to a first target demand force in response to the suspension system meeting preset detection conditions; a determination module for determining a force deviation value based on the first target demand force and the actual feedback force of the first shock absorber after the first control action is performed, the force deviation value reflecting the degree of deviation of the actual feedback force of the first shock absorber when following the first target demand force; and an output module for outputting a first warning message indicating that the hydraulic line is blocked when the actual feedback force is greater than a preset force, the force deviation value is within a preset deviation range, and the height change value is less than a first preset change value, the height change value being the actual displacement of the vehicle body under the first control action.

[0030] In conjunction with the second aspect, in some possible implementations, the determining module is specifically used to: determine whether the suspension system is in a first preset state, the first preset state being a state where the suspension system is in a state where high-voltage power supply is complete and high-voltage electricity can be safely used; when the suspension system is in the first preset state, determine whether the vehicle is in a second preset state, the second preset state being a stable and stationary safe state; when the vehicle is in the second preset state, determine whether the actuators in the suspension system are in a stationary and fault-free initial state; when the actuators are in the stationary and fault-free initial state, determine that the suspension system meets the preset detection conditions.

[0031] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further specifically used to: determine the sum of the first target demand force and the basic demand force as the first demand force, wherein the basic demand force is the reference force that already exists when the suspension system meets the preset detection conditions; determine the difference between the first demand force and the actual feedback force as the first force difference; and determine the ratio between the first force difference and the first demand force as the force deviation value.

[0032] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, before outputting the first warning message that the hydraulic pipeline is blocked, the device further includes: an acquisition module, used to acquire the first duration when the actual feedback force is greater than a preset force and the force deviation value is within a preset deviation range and the height change value is less than a first preset change value; and an output module, specifically used to output the first warning message when the actual feedback force is greater than the preset force and the force deviation value is within a preset deviation range, the height change value is less than the first preset change value, and the first duration is greater than the first preset duration.

[0033] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, after outputting the first warning message that the hydraulic line is blocked, the determining module is further configured to determine the response time, maximum overshoot, and steady-state error of the first shock absorber executing the first control action. The maximum overshoot is used to reflect the maximum deviation between the actual feedback force of the first shock absorber and the first target demand force. The steady-state error is used to reflect the deviation between the actual feedback force of the suspension system and the first target demand force when the suspension system is in a steady state. The output module is further configured to output a second warning message when the response time is greater than a preset response time and / or the maximum overshoot is greater than a preset overshoot and / or the steady-state error is greater than a preset steady-state error. The second warning message is used to indicate that the response of the suspension system to the first target demand force has not reached a preset standard.

[0034] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the acquisition module is specifically used to acquire the first moment and the execution moment of the first control action, and to determine the interval between the execution moment and the first moment as the response time, wherein the first moment is the moment when the actual feedback force and the second demand force are the same, and the second demand force is the product of the first target demand force and the preset amplitude; the determination module is further specifically used to: determine the difference between the maximum actual feedback force and the first demand force as the second force difference, and determine the ratio between the second force difference and the first demand force as the maximum overshoot; during the execution of the first control action, determine the average value of multiple actual feedback forces as the average feedback force, determine the difference between the average feedback force and the first demand force as the third force difference, and determine the ratio between the third force difference and the first demand force as the steady-state error.

[0035] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, after outputting the first warning message that the hydraulic pipeline is blocked, the determining module is further configured to determine whether the height change value is less than a second preset change value, and the second preset change value is greater than the first preset change value; the output module is further configured to output a third warning message when the height change value is less than the second preset change value and the second duration of the height change value being less than the second preset change value is greater than the second preset duration, and the third warning message is used to indicate that the height change value corresponding to the vehicle body has not reached the preset standard.

[0036] In conjunction with the second aspect and the above-described implementation, in some possible implementations, the suspension system further includes a second shock absorber, a third shock absorber, and a fourth shock absorber. After outputting a first warning message indicating that the hydraulic line is blocked, the drive module is further configured to drive the second shock absorber to perform a first control action corresponding to the first target demand force, and drive the third and fourth shock absorbers to perform a second control action corresponding to the second target demand force, when the first and second shock absorbers are located on the front axle of the vehicle and the third and fourth shock absorbers are located on the rear axle of the vehicle. The first target demand force and the second target demand force are of the same magnitude but opposite in direction. The determining module is further configured to determine a first change value in the longitudinal acceleration of the vehicle after performing the first and second control actions. The output module is further configured to output a fourth warning message when the first change value is less than a third preset change value, the fourth warning message indicating that the change value in the longitudinal acceleration of the vehicle has not reached a preset standard.

[0037] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to determine the average value of multiple pitch angular velocities of the vehicle as the average pitch angular velocity during the execution of the first control action and the second control action; the output module is further configured to output a fifth reminder message when the average pitch angular velocity is less than the preset pitch angular velocity, the fifth reminder message being used to indicate that the pitch angular velocity of the vehicle has not reached the preset standard.

[0038] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, after outputting the first warning message that the hydraulic line is blocked, the drive module is further configured to drive the third shock absorber to perform a first control action corresponding to the first target demand force, and drive the second shock absorber and the fourth shock absorber to perform a second control action corresponding to the second target demand force, when the first shock absorber and the second shock absorber are located on the front axle of the vehicle and the third shock absorber and the fourth shock absorber are located on the rear axle of the vehicle, wherein the first target demand force and the second target demand force are of the same magnitude but opposite in direction; the determining module is further configured to determine a second change value of the vehicle in lateral acceleration after performing the first control action and the second control action; the output module is further configured to output a sixth warning message when the second change value is less than a fourth preset change value, wherein the sixth warning message is used to indicate that the change value of the vehicle in lateral acceleration has not reached a preset standard.

[0039] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to determine the average value of multiple roll angular velocities of the vehicle as the average roll angular velocity during the execution of the first control action and the second control action; the output module is further configured to output a seventh reminder message when the average roll angular velocity is less than the preset roll angular velocity, the seventh reminder message being used to indicate that the roll angular velocity of the vehicle has not reached the preset standard.

[0040] 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 methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the structure of a suspension system provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a suspension system testing method provided in an embodiment of this application; Figure 3 This is a schematic diagram of a fault detection method for a suspension system provided in an embodiment of this application; Figure 4 This is a schematic diagram illustrating the application of active force to different positions at different stages, as provided in an embodiment of this application. Figure 5 This is a schematic diagram of the structure of a suspension system detection device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a controller provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0042] 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.

[0043] 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.

[0044] Figure 1 This is a structural schematic diagram of a suspension system provided in an embodiment of this application.

[0045] For example, such as Figure 1 As shown, the suspension system includes four electronically controlled shock absorber assemblies, two drive assemblies, four height sensors, hydraulic lines, and a suspension controller. The four electronically controlled shock absorber assemblies are located at the four corners of the vehicle, and each assembly is connected to its corresponding drive assembly via hydraulic lines. For example, the four electronically controlled shock absorber assemblies may include a first, second, third, and fourth assembly. The two drive assemblies may include a first and a second assembly, which can be considered as the front and rear axle drive assemblies, respectively. The first and second electronically controlled shock absorber assemblies are connected to the first drive assembly, and the third and fourth assemblies are connected to the second drive assembly. The suspension controller is typically mounted at the vehicle's center of gravity.

[0046] Each electronically controlled shock absorber assembly (such as the first electronically controlled shock absorber assembly) includes a shock absorber (such as the first shock absorber), a recovery valve, and a compression valve. The shock absorber is used to output the main force. Its principle is as follows: the drive assembly injects high-pressure oil into the shock absorber's chamber through hydraulic lines, creating a pressure difference on both sides of the piston in the chamber, thereby pushing the piston to generate the main force for compression or lifting (recovery). The recovery valve and compression valve are used to regulate the flow direction and flow rate of the high-pressure oil in the shock absorber. The compression valve controls the flow resistance and direction of the high-pressure oil during the shock absorber's compression stroke, and the recovery valve controls the flow resistance and direction of the high-pressure oil during the recovery (lifting) stroke. The four height sensors mentioned above include a first height sensor, a second height sensor, a third height sensor, and a fourth height sensor, which are used to collect the real-time height of the four corners of the vehicle, respectively.

[0047] Furthermore, each drive assembly includes an electro-hydraulic pump and a solenoid valve. Before injecting high-pressure hydraulic fluid into the shock absorber chambers via hydraulic lines, the drive assembly receives control actions from the suspension controller (specifically, the required compression or lifting force). Subsequently, based on parameters such as the required force (e.g., the first target required force) and the control actions, the drive assembly determines the required speed of the electro-hydraulic pump and the required control current of the solenoid valve. This allows for precise adjustment of the high-pressure hydraulic fluid output and the solenoid valve opening, controlling the high-pressure hydraulic fluid injected into the chambers (e.g., the upper and lower chambers). A larger required control current results in a smaller solenoid valve opening.

[0048] When the suspension system is in operation, impurities may accumulate in the hydraulic lines and valve ports may become blocked. This can reduce the flow cross-sectional area of ​​the high-pressure oil or even cause blockage in the hydraulic lines, resulting in a lag in the force response of the shock absorbers, affecting the suspension control accuracy and the ride comfort of the vehicle.

[0049] Most related technologies focus on general fault diagnosis for sensor malfunctions, drive assembly abnormalities, etc., and do not disclose solutions for detecting blockages in the aforementioned hydraulic lines. For example, some solutions indirectly determine line blockages by observing no change in the relative height between the vehicle body and the wheels. These line blockage detection methods are not precise enough and cannot distinguish between line blockages and other faults. Other faults include stuck return valves and compression valves in the electronically controlled shock absorber assembly and / or malfunctioning height sensors.

[0050] To address the aforementioned issues, this application proposes a suspension system testing method. After determining the force deviation between the actual feedback force of the first shock absorber and the first target required force executed by the first shock absorber, the method uses a combination of conditions—the actual feedback force being greater than a preset force and the force deviation being within a preset deviation range, and the height change being less than a first preset change—to accurately detect blockages in the hydraulic lines of the suspension system, i.e., subsequent line testing. Specific implementation steps are as follows. Figure 2 .

[0051] Figure 2 This is a schematic flowchart of a suspension system testing method provided in an embodiment of this application.

[0052] It should be understood that the above-mentioned testing methods for suspension systems can be applied to, including, Figure 1 The suspension system shown in the vehicle can also be specifically applied to vehicle controllers, such as suspension controllers.

[0053] The suspension system includes a first shock absorber connected to a hydraulic line. Optionally, the suspension system may be an active suspension system.

[0054] Furthermore, the implementation of the aforementioned suspension system testing method relies on... Figure 1 The structure shown is described. This application performs blockage detection on hydraulic pipelines, specifically taking the pipeline between the electronically controlled shock absorber assembly (specifically the shock absorber) and the corresponding drive assembly as an example.

[0055] For example, such as Figure 2 As shown, the method 200 includes the following steps 201 to 203.

[0056] Step 201: In response to the suspension system meeting the preset detection conditions, drive the first shock absorber to perform the first control action corresponding to the first target demand force.

[0057] It should be understood that in step 201 above, the preset detection condition is the trigger condition for fault detection of the suspension system, and the fault detection includes the detection of blockage in the hydraulic lines.

[0058] It should also be understood that the first target demand force refers to the main force that the suspension system requires from the first shock absorber. The main force refers to the controllable force actively output by the first shock absorber, driven by high-pressure hydraulic fluid. This first target demand force is a vector with direction, including upward and downward directions. Therefore, the first target demand force corresponds to the upward lifting / restoring force and the downward compressive force, respectively, and the first control action corresponds to the lifting action and the compression action, respectively. Among these, the lifting / restoring force is the positive main force, and the compression force is the negative main force.

[0059] The first shock absorber can be any one of the shock absorbers in the suspension system. Optionally, the first shock absorber can be a left front shock absorber (located at the left front of the vehicle, i.e., the left front position), a right front shock absorber (located at the right front of the vehicle, i.e., the right front position), a left rear shock absorber (located at the left rear of the vehicle, i.e., the left rear position), or a right rear shock absorber (located at the right rear of the vehicle, i.e., the right rear position).

[0060] It should also be noted that the first control action corresponding to the first target demand force in step 201 above can be understood as the suspension system applying a main force in a first direction to the corresponding position in the vehicle through the first shock absorber. The first direction is the direction corresponding to the first control action, and the corresponding position is the first position of the first shock absorber, which is located between the vehicle body and the wheel.

[0061] The following is a detailed description of the process for determining whether the suspension system meets the preset testing conditions.

[0062] In one possible implementation, the method for determining whether the suspension system meets the preset detection conditions in step 201 includes: determining whether the suspension system is in a first preset state, wherein the first preset state is that the suspension system is in a state where high-voltage power supply is completed and high-voltage electricity can be safely used; if the suspension system is in the first preset state, determining whether the vehicle is in a second preset state, wherein the second preset state is that the vehicle is in a stable and stationary safe state; if the vehicle is in the second preset state, determining whether the actuators in the suspension system are in a stationary and fault-free initial state; if the actuators are in the stationary and fault-free initial state, determining that the suspension system meets the preset detection conditions.

[0063] It should be understood that in the above scheme, when the vehicle is charging, the high-voltage system of the whole vehicle is mainly used to charge the power battery in the vehicle, and the load on the high-voltage bus is concentrated and the power is limited. If the suspension system is allowed to use high-voltage electric drive electro-hydraulic pump and solenoid valve at the same time, it will cause high-voltage power conflict, insufficient power or voltage fluctuation, which will affect charging safety and suspension control accuracy. Therefore, the first preset state should include the vehicle not being in a charging state. Furthermore, the vehicle being in a stable and safe state means that the vehicle is not disturbed by external forces, has no risk of attitude change, and is in a stable condition where test actions (such as the first control action) can be safely applied.

[0064] In the above technical solution, the suspension system is in a state where high-voltage power supply is complete and safe to use, ensuring a stable and reliable energy supply and safety foundation for the pipeline testing process. The vehicle is in a stable and stationary safe state, eliminating attitude interference caused by dynamic operating conditions. The actuators are in a stationary and fault-free initial state, preventing any malfunctions in the actuators from affecting the initiation of the pipeline testing process. This solution uses a step-by-step verification logic, eliminating interference factors sequentially from energy safety and vehicle operating conditions to the state of the actuators. This ensures that each judgment provides reliable support for the preset testing conditions, thereby accurately determining whether the suspension system meets the preset testing conditions.

[0065] In some embodiments, the method for determining whether the suspension system is in the first preset state includes: determining whether the vehicle is in a charging state; if the vehicle is not in a charging state, determining whether the suspension system is in a state where high-voltage power supply is completed; if the suspension system is in a state where high-voltage power supply is completed, determining whether the power system in the vehicle allows the suspension system to use high-voltage electricity; if the power system allows the suspension system to use high-voltage electricity, determining that the suspension system is in the first preset state.

[0066] It should be understood that in the above scheme, the suspension system being in a state of high-voltage power supply completion means that the vehicle's high-voltage battery has already energized the suspension system. Furthermore, after the powertrain determines that the high-voltage energy is sufficient, the high-voltage system is fault-free, and there are no higher-priority high-voltage loads (such as charging or drive motors), the powertrain authorizes the suspension system to use high-voltage electricity. Subsequently, the high-voltage circuit of the suspension system is allowed to be connected, allowing the drive assembly to drive the electro-hydraulic pump and solenoid valves.

[0067] In some embodiments, the method for determining whether the vehicle is in the second preset state includes: determining whether all doors, the hood, and the tailgate of the vehicle are closed; determining whether the vehicle is stationary when all doors, the hood, and the tailgate are closed; determining whether the road gradient on which the vehicle is located is less than a preset gradient when the vehicle is stationary; determining whether the vehicle has entered a preset mode when the road gradient is less than the preset gradient, the preset mode being a mode in which automatic suspension adjustment is prohibited; and determining that the vehicle is in the second preset state when the vehicle has not entered the preset mode.

[0068] It should be understood that in the above scheme, all doors can be the left front door, right front door, left rear door, and right rear door of the vehicle. The vehicle being stationary means that the vehicle's speed is zero and the current gear is park.

[0069] Optionally, the preset modes include parking garage mode, trailer mode, lifting mode, and transport mode.

[0070] It should be understood that the "underground parking mode" refers to the suspension system automatically or manually lowering the vehicle when entering a low-ceilinged underground parking garage to prevent the roof from scraping against the garage ceiling. The "towing mode" refers to the suspension system locking its height when the vehicle is towed away to prevent frequent suspension extension and contraction on bumpy roads, which could damage the shock absorbers. The "lifting mode" refers to the suspension system locking its height when the vehicle is being lifted for repairs to prevent sudden air deflation from causing the vehicle to slip. The "transportation mode" refers to the suspension system locking its height when the vehicle is being transported on a flatbed truck to prevent frequent suspension engagement due to road bumps during transport.

[0071] In some embodiments, the method for determining that the execution component is in the static and fault-free initial state includes: determining whether the execution component performs any action; if the execution component does not perform any action, determining whether the execution component has experienced a hardware failure; and if the execution component has not experienced a hardware failure, determining that the execution component is in the static and fault-free initial state.

[0072] It should be understood that the actuator not performing any action means that the height of the air spring and the damping force of the first shock absorber remain unchanged. The air spring is an elastic element in the suspension system used to support the weight of the vehicle and adjust the vehicle height. Furthermore, the absence of hardware failure in the actuator means that the physical components corresponding to it are intact. The damping force refers to the passive resistance generated by the first shock absorber, which is the frictional resistance generated by the high-pressure hydraulic fluid inside the shock absorber during piston movement. The role of the damping force is to dissipate energy, converting the kinetic energy of the vehicle body and wheels into heat energy, and then dissipating the heat to control vehicle swaying. However, the active force is the controllable force actively output by the first shock absorber. The active force is generated by the active work of actuators such as solenoid valves and hydraulic pumps. It not only dissipates energy but also actively performs work, such as actively lifting the front of the vehicle or pressing down the wheels.

[0073] Step 202: After the first control action is executed, a force deviation value is determined based on the first target demand force and the actual feedback force of the first damper. The force deviation value is used to reflect the degree of deviation of the actual feedback force of the first damper from the first target demand force.

[0074] It should be understood that the aforementioned deviation value indicates the extent to which the primary target demand force has not yet been reflected. This deviation value is expressed as a percentage, such as 30% of the primary target demand force remaining unreflected.

[0075] It should also be understood that in step 202 above, the actual feedback force refers to the actual main force output by the first shock absorber. This can be specifically determined using the following formula (1). For actual feedback force, This refers to the high-pressure oil pressure in the upper chamber. This is the effective pressure-bearing area of ​​the upper cavity. This refers to the high-pressure oil pressure in the lower chamber. This is the effective pressure-bearing area of ​​the lower cavity.

[0076] (1) In one possible implementation, determining the force deviation value based on the first target demand force and the actual feedback force of the first shock absorber in step 202 includes: determining the sum of the first target demand force and the basic demand force as the first demand force, where the basic demand force is the reference force that already exists when the suspension system meets the preset detection conditions; determining the difference between the first demand force and the actual feedback force as the first force difference; and determining the ratio between the first force difference and the first demand force as the force deviation value.

[0077] It should be understood that, in the above scheme, the basic required force refers to the reference maintaining force output to maintain the basic balance of the vehicle body and ensure that the suspension system is in a stable initial posture when the suspension system is in a state where high-voltage power supply is completed and high-voltage electricity can be safely used, and the vehicle is in a stable and stationary safe state and the actuators are in the initial state of being stationary and fault-free.

[0078] In the above technical solution, the first demand force is determined as the sum of the first target demand force and the basic demand force already existing when the suspension system meets the preset testing conditions. This eliminates the influence of the initial reference force on the subsequent pipeline testing process. The first force difference between the first demand force and the actual feedback force is determined, which intuitively reflects the gap between the actual response and the target response of the active force. The ratio between the first force difference and the first demand force is determined as the force deviation value, which achieves the normalization and quantification of the first force difference. This solution eliminates the interference of the inherent reference force, allowing the force deviation value to truly reflect the response deviation of the first shock absorber to the first target demand force. The above solution can accurately and stably reflect the actual response deviation of the first shock absorber, providing reliable and accurate parameter basis for the subsequent pipeline testing process.

[0079] For example, the first target demand force is 5000N, which means that the first shock absorber needs to output an upward lifting force of 5000N. The actual feedback force is 3000N, and the force deviation is 0.4, which means that 40% of the first target demand force has not yet been reflected.

[0080] Step 203: When the actual feedback force is greater than the preset force and the force deviation value is within the preset deviation range and the height change value is less than the first preset change value, the first reminder message that the hydraulic line is blocked is output. The height change value is the actual displacement of the vehicle body under the first control action.

[0081] For example, the first target required force is 5000N, the preset force is 1000N, the preset deviation range is 30%~80%, and the first preset change value is 2 mm.

[0082] When the hydraulic lines are not blocked, the actual feedback force is close to the first target force requirement, such as greater than 4000N or less than 5500N. When the hydraulic lines are blocked, the transmission channel of the main force is obstructed (the air spring cannot deflate properly, or the first shock absorber cannot apply sufficient force). In condition 1), when the actual feedback force is greater than 1000N, it indicates that the suspension system has output a significant portion of the main force, meaning there is no hardware fault in the actuator. However, this manifests as the force not being fully realized; less than 40% of the first target force requirement has not yet been achieved—this is a prerequisite for blockage. If the actual feedback force is less than 1000N, it may indicate a hardware fault in the actuator.

[0083] Furthermore, regarding condition 2), the force deviation value being between 30% and 80% indicates that 30% to 80% of the initial target force demand has not yet been realized, while 20% to 70% of the initial target force demand has already been output. In other words, the suspension system has entered an effective force application phase, and the process of building up the active force is normal (e.g., there is no jamming in the actuators (such as the electro-hydraulic pump, solenoid valve, and electronically controlled shock absorber assembly)). It has simply not yet reached the limit of saturation (e.g., 80% to 100% of the initial target force demand, or even more), which may be due to a blockage in the hydraulic lines.

[0084] Secondly, when the hydraulic lines are not blocked, if the first shock absorber outputs a significant portion of the downward main force, the vehicle body should compress noticeably downwards, resulting in a large change in height. When the hydraulic lines are blocked, the compression resistance of the suspension system is greater. Even if the actuators output downward main force, the vehicle body will hardly compress downwards (i.e., the change in height is less than 2 mm). This is because the transmission channel of the main force is blocked, and the suspension cannot deform effectively.

[0085] In summary, when the first target demand force is required, the above example uses the actual feedback force being greater than the preset force and the force deviation value being within the preset deviation range, and the height change value being less than the first preset change value as the benchmark. This can accurately determine that the hydraulic pipeline is blocked and output the first reminder message that the hydraulic pipeline is blocked.

[0086] In one possible implementation, before outputting the first warning message that the hydraulic line is blocked in step 203, the method 200 further includes: obtaining a first duration when the actual feedback force is greater than a preset force and the force deviation value is within a preset deviation range and the height change value is less than a first preset change value; and outputting the first warning message when the actual feedback force is greater than the preset force and the force deviation value is within a preset deviation range and the height change value is less than the first preset change value and the first duration is greater than the first preset duration.

[0087] It should be understood that in the above scheme, the first duration refers to the continuous time during which the target phenomenon (the actual feedback force is greater than the preset force and the force deviation value is within the preset deviation range and the height change value is less than the first preset change value) is maintained without interruption. That is, the first duration is not the cumulative duration.

[0088] In the above technical solution, a duration (first duration) is introduced where the actual feedback force is greater than the preset force, the force deviation is within the preset deviation range, and the height change is less than the first preset change value. A longer first duration indicates that the target phenomenon (the actuator is working and no hardware failure has occurred; the active force establishment process is normal, but the force has not yet been fully manifested) is not a transient interference. Only when the actual feedback force is greater than the preset force, the force deviation is within the preset deviation range, the height change is less than the first preset change value, and the first duration is longer than the first preset duration, is the first warning message output. This solution, based on the principle of dual verification using multi-dimensional parameter conditions and time thresholds, can effectively filter transient interference and abnormal noise, ensuring that each judgment condition is stably and continuously met. Therefore, the above solution can significantly improve the accuracy and reliability of detecting blockages in hydraulic pipelines.

[0089] Optionally, the first preset duration is 100 milliseconds.

[0090] It should be understood that the aforementioned solutions are all used to detect whether the hydraulic lines are blocked (i.e., line detection), and the following tests whether the suspension system's response to the first target demand force meets the preset standard (i.e., response level detection).

[0091] In one possible implementation, after outputting the first warning message that the hydraulic line is blocked in step 203, the method 200 further includes: determining the response time, maximum overshoot, and steady-state error of the first shock absorber when performing the first control action, wherein the maximum overshoot reflects the maximum deviation between the actual feedback force of the first shock absorber and the first target demand force, and the steady-state error reflects the deviation between the actual feedback force of the suspension system and the first target demand force when the suspension system is in a steady state; and outputting a second warning message if the response time is greater than a preset response time and / or the maximum overshoot is greater than a preset overshoot and / or the steady-state error is greater than a preset steady-state error, wherein the second warning message indicates that the suspension system's response to the first target demand force has not reached a preset standard.

[0092] It should be understood that the response time is the time interval between the execution time of the first control action and the first moment, which is the moment when the actual feedback force matches the first target demand force. Optionally, the matching of the actual feedback force with the first target demand force can be that the actual feedback force is the product of the first target demand force and a preset amplitude, where the preset amplitude is 90%.

[0093] It should also be understood that the aforementioned steady state of the suspension system refers to a working state where the main power output of the first shock absorber tends to stabilize, the vehicle body posture is stable, and the actuators do not undergo any additional movements. Typically, the suspension system will enter a steady state after operating for a period of time.

[0094] Optionally, this period of time is 500 milliseconds.

[0095] It should also be noted that the suspension system's response to the first target demand force does not meet the preset standard, which means that the suspension system deviates from the preset response time in terms of response time, the response time is too long, and the maximum actual feedback force in terms of the magnitude of the output main force seriously exceeds the first target demand force and the actual feedback force in steady state seriously exceeds the first target demand force.

[0096] In the above technical solution, after outputting the first warning message that the hydraulic line is blocked, the response time, maximum overshoot, and steady-state error of the first shock absorber executing the first control action are determined. This can comprehensively characterize the dynamic response characteristics of the suspension system to the first target demand force. When the response time is greater than the preset response time and / or the maximum overshoot is greater than the preset overshoot and / or the steady-state error is greater than the preset steady-state error, a second warning message is output that the suspension system's response to the first target demand force has not reached the preset standard. The above solution comprehensively evaluates the system performance of the suspension system from multiple dimensions such as response speed, deviation magnitude, and steady-state accuracy. Based on multi-dimensional dynamic indicators, it can accurately identify hidden performance defects other than line blockage, effectively improving the comprehensiveness and detail of fault diagnosis.

[0097] Optionally, the preset response time is 150 milliseconds, the preset overshoot is 25%, and the preset steady-state error is 10%.

[0098] In one possible implementation, determining the response time, maximum overshoot, and steady-state error of the first damper executing the first control action includes: acquiring a first moment and the execution moment of the first control action, and determining the interval between the execution moment and the first moment as the response time, wherein the first moment is the moment when the actual feedback force and the second demand force are the same, and the second demand force is the product of the first target demand force and a preset amplitude; determining the difference between the maximum actual feedback force and the first demand force as a second force difference, and determining the ratio between the second force difference and the first demand force as the maximum overshoot; during the execution of the first control action, determining the average value of multiple actual feedback forces as the average feedback force, determining the difference between the average feedback force and the first demand force as a third force difference, and determining the ratio between the third force difference and the first demand force as the steady-state error.

[0099] It should be understood that, in the above scheme, the execution time of the first control action refers to the moment when the suspension controller responds to the suspension system meeting the preset detection conditions and drives the first shock absorber to begin executing the first control action. Optionally, this preset amplitude is 90%. The aforementioned multiple actual feedback forces refer to the actual feedback forces collected every third preset time interval after the suspension system enters a steady state. The aforementioned maximum actual feedback force is the largest of these multiple actual feedback forces.

[0100] In the above technical solution, the time interval between the first moment and the execution moment of the first control action is defined as the response time. This accurately reflects the speed characteristics of the first shock absorber reaching the first target required force. The ratio of the second force difference between the maximum actual feedback force and the first required force to the first required force is defined as the maximum overshoot. This accurately reflects the maximum fluctuation in the force (first target required force) response process. Furthermore, the ratio of the third force difference between the average feedback force during the execution of the first control action and the first required force to the first required force is defined as the steady-state error, which objectively reflects the force tracking accuracy of the suspension system after stabilization. The above solution quantifies the response characteristics of the suspension system from three dimensions: dynamic speed, peak deviation, and steady-state accuracy. It can eliminate the influence of instantaneous fluctuations and random disturbances, and determine more reliable response time, maximum overshoot, and steady-state error.

[0101] It should be understood that the aforementioned scheme is used to detect whether the hydraulic lines are blocked, and to detect whether the suspension system's response to the first target demand force meets the preset standard. The following is a test to detect whether the corresponding height change value of the vehicle body meets the preset standard (i.e., height change value detection).

[0102] In one possible implementation, after outputting the first warning message that the hydraulic line is blocked in step 203, the method 200 further includes: determining whether the height change value is less than a second preset change value, the second preset change value being greater than the first preset change value; and outputting a third warning message when the height change value is less than the second preset change value and the second duration of the height change value being less than the second preset change value is greater than the second preset duration, the third warning message being used to indicate that the height change value corresponding to the vehicle body has not reached the preset standard.

[0103] It should be understood that the above-mentioned scheme for detecting whether the height change value corresponding to the vehicle body meets the preset standard (the technical solution corresponding to claim 7) cites claim 1. Claim 1 does not consider the duration for which the height change value is less than the first preset change value. Under normal circumstances, after the first shock absorber is driven to perform the first control action, the height change value corresponding to the vehicle body is relatively large (i.e., the second preset change value is greater than the first preset change value). This technical solution describes outputting a third reminder message when the height change value is less than the second preset change value for a long time. However, in the technical solution corresponding to claim 1, the judgment that the height change value is less than the first preset change value is more instantaneous.

[0104] In addition, the above-mentioned height change value corresponding to the vehicle body does not meet the preset standard, which means that the actual height change value is less than the second preset change value of the standard, and the corresponding duration exceeds the second preset duration of the standard.

[0105] In the above technical solution, after outputting the first warning message that the hydraulic line is blocked, it is determined whether the height change value is less than a larger second preset change value. This can distinguish between different judgment levels of line blockage and abnormal response of vehicle height. The duration for which the height change value is less than the second preset change value (the second duration) is compared with the second preset duration. This can further confirm the continuous abnormal state of height change through a more lenient change value threshold and duration verification. Only when the height change is in a continuous abnormal state is the third warning message output. The above solution can avoid misjudgment based on a single condition and avoid misjudging the height response as substandard when the height change is in a momentary abnormal state. That is, by adding a duration verification on the basis of the original height judgment, this solution can realize a secondary confirmation of the vehicle height status, accurately distinguish between line blockage and height execution abnormality, and improve the accuracy and reliability of height response judgment.

[0106] It should be understood that the aforementioned scheme is used to detect whether the hydraulic lines are blocked, whether the suspension system's response to the first target demand force meets a preset standard, and whether the corresponding height change value of the vehicle body meets a preset standard. The following is the detection of whether the vehicle's parameters in the longitudinal direction meet the preset standard. Specifically, the parameter in the longitudinal direction is the change value in longitudinal acceleration; this detection process can be considered as longitudinal acceleration detection.

[0107] It should be noted that the aforementioned testing process involves a single vibration damper, while longitudinal acceleration testing involves all vibration dampers, namely the first, second, third, and fourth vibration dampers.

[0108] In one possible implementation, the suspension system further includes a second, a third, and a fourth shock absorber. After outputting the first warning message indicating that the hydraulic line is blocked in step 203, the method 200 further includes: when the first and second shock absorbers are located on the front axle of the vehicle and the third and fourth shock absorbers are located on the rear axle of the vehicle, driving the second shock absorber to perform a first control action corresponding to the first target demand force, and driving the third and fourth shock absorbers to perform a second control action corresponding to the second target demand force, wherein the first target demand force and the second target demand force are of the same magnitude but opposite in direction; after performing the first and second control actions, determining a first change value in the longitudinal acceleration of the vehicle; and if the first change value is less than a third preset change value, outputting a fourth warning message, which indicates that the change value in the longitudinal acceleration of the vehicle has not reached a preset standard.

[0109] It should be understood that when the first and second shock absorbers are located on the front axle of the vehicle, and the third and fourth shock absorbers are located on the rear axle, the second shock absorber is driven to perform a first control action corresponding to a first target demand force, and the third and fourth shock absorbers are driven to perform a second control action corresponding to a second target demand force. The first and second target demand forces are of the same magnitude but opposite in direction. Thus, the front of the vehicle performs a compression / lifting action, and the rear of the vehicle performs a lifting / compression action; that is, the vehicle makes a "nodding" or "lifting" motion. During the "nodding" or "lifting" motion, a first parameter of the vehicle in the longitudinal direction changes. This first parameter includes longitudinal acceleration.

[0110] Furthermore, the statement that the change in longitudinal acceleration of the aforementioned vehicle did not meet the preset standard means that the actual first change in longitudinal acceleration of the vehicle is less than the third preset change value of the standard.

[0111] In the above technical solution, after outputting the first warning message indicating that the hydraulic line is blocked, the four shock absorbers distributed on the front and rear axles of the vehicle form a coordinated control mechanism. The first and second shock absorbers on the front axle are driven to perform a first control action with the same target required force (first target required force), while the third and fourth shock absorbers on the rear axle are driven to perform a second control action with the same target required force (second target required force). This constructs a stable longitudinal pitch excitation, i.e., the vehicle makes a "nodding" or "lifting" motion. After executing the first and second control actions, if the first change in the vehicle's longitudinal acceleration is less than a third preset change value, a fourth warning message is output. This can accurately identify whether there is insufficient response in longitudinal acceleration, thereby accurately and reliably identifying whether there is an abnormal response in the vehicle's longitudinal direction.

[0112] Optionally, the third preset change value is 0.01 m / s. 2 .

[0113] The following is a test to check whether the vehicle's parameters in the longitudinal direction meet preset standards. The parameter in the longitudinal direction is the pitch rate, and this test process can be considered as a pitch rate detection.

[0114] In one possible implementation, the method 200 further includes: during the execution of the first control action and the second control action, determining the average value of multiple pitch angular velocities of the vehicle as the average pitch angular velocity; if the average pitch angular velocity is less than a preset pitch angular velocity, outputting a fifth reminder message, the fifth reminder message being used to indicate that the pitch angular velocity of the vehicle has not reached the preset standard.

[0115] It should be understood that the aforementioned multiple pitch angular velocities are pitch angular velocities collected every fourth preset time interval during the execution of the first and second control actions. The statement that the vehicle's pitch angular velocities did not meet the preset standard means that the actual average pitch angular velocities are less than the standard preset pitch angular velocities.

[0116] Furthermore, during the process of the vehicle performing a "nodding" or "lifting" motion, the vehicle's first parameter in the longitudinal direction changes. This first parameter also includes the pitch rate.

[0117] In the above technical solution, during the execution of the first and second control actions, the average value of multiple pitch angular velocities of the vehicle is determined as the average pitch angular velocity. This effectively filters out instantaneous fluctuations and random interference, ensuring that the obtained average pitch angular velocity accurately and stably reflects the actual pitch motion state of the vehicle. Furthermore, a fifth reminder message is only output when the average pitch angular velocity is less than a preset pitch angular velocity. Based on the principle of directly comparing the actual pitch motion state with a preset standard, this solution can accurately identify situations where the pitch response is weak, complementing the longitudinal acceleration detection process and improving the comprehensiveness of the assessment of the vehicle's longitudinal performance.

[0118] Optionally, the preset pitch rate is 0.005 radians per second.

[0119] It should be understood that the aforementioned scheme is used to detect whether the hydraulic lines are blocked, whether the suspension system's response to the first target demand force meets a preset standard, whether the corresponding height change value of the vehicle body meets a preset standard, and whether the vehicle's parameters in the longitudinal direction meet preset standards. The following describes the detection of whether the vehicle's parameters in the lateral direction meet preset standards. Specifically, the lateral parameters refer to the change value in lateral acceleration; this detection process can be considered as lateral acceleration detection.

[0120] It should be noted that the lateral acceleration detection involves all dampers, namely the first damper, the second damper, the third damper, and the fourth damper.

[0121] In one possible implementation, after outputting the first warning message indicating that the hydraulic line is blocked in step 203, the method 200 further includes: when the first and second shock absorbers are located on the front axle of the vehicle and the third and fourth shock absorbers are located on the rear axle of the vehicle, driving the third shock absorber to perform a first control action corresponding to the first target demand force, and driving the second and fourth shock absorbers to perform a second control action corresponding to the second target demand force, wherein the first target demand force and the second target demand force are of the same magnitude but opposite in direction; after performing the first and second control actions, determining a second change value in the lateral acceleration of the vehicle; and if the second change value is less than a fourth preset change value, outputting a sixth warning message, which indicates that the change value in the lateral acceleration of the vehicle has not reached a preset standard.

[0122] It should be understood that when the first and second shock absorbers are located on the front axle of the vehicle, and the third and fourth shock absorbers are located on the rear axle, the third shock absorber is driven to perform a first control action corresponding to a first target demand force, and the second and fourth shock absorbers are driven to perform a second control action corresponding to a second target demand force. The first and second target demand forces are of the same magnitude but opposite in direction. Therefore, the left side of the vehicle performs a compression / lifting action, and the right side performs a lifting / compression action; that is, the vehicle performs a "tilt left" or "tilt right" action. A "tilt left" action refers to the vehicle being tilted to the left. During the "tilt left" or "tilt right" action, a second parameter of the vehicle in the lateral direction changes. This second parameter includes lateral acceleration.

[0123] Furthermore, the fact that the change in lateral acceleration of the aforementioned vehicle did not meet the preset standard means that the actual second change in lateral acceleration of the vehicle is less than the fourth preset change value of the standard.

[0124] In the above technical solution, after outputting the first warning message indicating that the hydraulic line is blocked, based on the aforementioned arrangement of the four shock absorbers, the first and third shock absorbers on the left side of the vehicle are driven to perform a first control action with the same target required force (first target required force), and the second and fourth shock absorbers on the rear axle are driven to perform a second control action with the same target required force (second target required force). This can create a stable lateral roll excitation, i.e., the vehicle makes a "left roll" or "right roll" movement. After executing the first and second control actions, if the second change value of the vehicle's lateral acceleration is less than the fourth preset change value, a sixth warning message is output. This can accurately identify whether there is insufficient response in lateral acceleration, thereby accurately and reliably identifying whether there is an abnormal response in the vehicle's lateral direction.

[0125] Optionally, the fourth preset change value is 0.05 m / s. 2 .

[0126] The following is a test to check whether the vehicle's lateral parameters meet preset standards. The parameter in this lateral direction is the roll rate, and this test process can be considered as a roll rate detection.

[0127] In one possible implementation, the method 200 further includes: during the execution of the first control action and the second control action, determining the average value of multiple roll angular velocities of the vehicle as the average roll angular velocity; if the average roll angular velocity is less than a preset roll angular velocity, outputting a seventh reminder message, the seventh reminder message being used to indicate that the roll angular velocity of the vehicle has not reached the preset standard.

[0128] It should be understood that the aforementioned multiple roll angular velocities are roll angular velocities collected every fifth preset time interval during the execution of the first and second control actions. The statement that the vehicle's roll angular velocities did not meet the preset standard means that the actual average roll angular velocities are less than the standard preset roll angular velocities.

[0129] Furthermore, during the process of the vehicle performing a "tilt left" or "tilt right" maneuver, a second parameter of the vehicle in the lateral direction changes. This second parameter also includes the roll rate.

[0130] In the above technical solution, during the execution of the first and second control actions, the average value of multiple roll angular velocities of the vehicle is determined as the average roll angular velocity. This effectively filters out instantaneous fluctuations and random interference, ensuring that the obtained average roll angular velocity accurately and stably reflects the actual tilting motion state of the vehicle. Furthermore, a seventh reminder message is only output when the average roll angular velocity is less than a preset roll angular velocity. Based on the principle of directly comparing the actual tilting motion state with a preset standard, the above solution can accurately identify situations where the roll response is weak, complementing the lateral acceleration detection process and improving the comprehensiveness of the assessment of the vehicle's lateral performance.

[0131] Optionally, the preset roll rate is 0.001 radians / second.

[0132] That is, the above method 200 can determine whether the suspension system meets preset detection conditions after receiving a fault detection request. When the suspension system meets the preset detection conditions, in response to the suspension system meeting the preset detection conditions, subsequent fault detection processes (pipeline detection, response level detection, height change value detection, longitudinal acceleration detection, pitch rate detection, lateral acceleration detection, and roll rate detection) are executed. The subsequent fault detection processes can follow the following steps as an example.

[0133] 1) Set a timer to start timing after the suspension system enters the fault detection process.

[0134] 2) The suspension system is designed according to the following specifications: Figure 3 The flowchart shown is used for fault detection.

[0135] Starting from 0 milliseconds, the suspension system is controlled to execute multiple stages. In each stage, the shock absorbers are driven to perform the corresponding control actions. These multiple stages include stages 1 through 19. The execution time for each stage is 2000 milliseconds.

[0136] Specifically, in stage 1: the suspension system applies a main force (compression force of -5000N) in the first direction to the corresponding position in the vehicle (the first position, i.e., the front left position in the vehicle) through the first shock absorber. F 1) That is, the main force of 5000N is used to compress the first position, and the main force corresponding to the other positions is 0N. In stage 1, the suspension system is subjected to the process of detecting the blockage of the hydraulic line (i.e., line detection), detecting whether the response of the compression force F1 meets the preset standard (i.e., response level detection), and detecting whether the corresponding height change value of the vehicle body meets the preset standard (i.e., height change value detection).

[0137] In Phase 2: The suspension system applies a second-direction main force (5000N of lifting force) to the corresponding position in the vehicle (the first position, i.e., the front left position in the vehicle) via the first shock absorber. F 1) The first position is lifted with a main force of 5000N, while the main force for the other positions is 0N. In stage 2, the suspension system is tested for piping, response level, and height change.

[0138] In stage 3: the main power output of the first shock absorber is restored to 0N, that is, the main power corresponding to the first position and the other positions is 0N.

[0139] Subsequently, following the processes described in stages 1 to 3 above, the second, third, and fourth vibration dampers are sequentially driven to execute the control actions corresponding to their respective stages. These will not be elaborated further here. F 2 indicates the main force that should be applied in the second position. F 3 indicates the main force that should be applied in the third position. F 4 indicates the main force to be applied in the fourth position. The second position is the front right position in the vehicle, specifically the position of the second shock absorber; the third position is the rear left position in the vehicle, specifically the position of the third shock absorber; and the fourth position is the rear right position in the vehicle, specifically the position of the fourth shock absorber.

[0140] Starting from 24000 milliseconds, in each stage, multiple vibration dampers (the four vibration dampers mentioned above: the first vibration damper, the second vibration damper, the third vibration damper, and the fourth vibration damper) are driven to perform corresponding control actions.

[0141] Specifically, in stage 13, the suspension system gradually applies the main force (5000N of lifting force) in the second direction to the first position through the first shock absorber. F 1. That is, the force gradually increases from 0N to 5000N over time through the second damper, and the main force (lifting force of 5000N) is gradually applied to the second position in the second direction. F 2), and gradually apply the main force (-5000N compressive force) in the first direction to the third position through the third damper. F 3, that is, the force decreases uniformly from 0 N to -5000 N over time, and the main force in the first direction (compressive force of -5000 N) is gradually applied to the fourth position through the fourth damper. F 4), namely, the lifting of the front axle and the compression of the rear axle. In stage 13, the parameters of the vehicle in the longitudinal direction are checked to see if they meet the preset standards (i.e., longitudinal acceleration detection and pitch rate detection).

[0142] In stage 14, the suspension system gradually applies the main force (compression force of -10000N) in the first direction to the first position through the first shock absorber.F 1. That is, the force decreases uniformly from 5000N to -5000N over time, and the main force (compressive force of -10000N) is gradually applied to the second position in the first direction through the second damper. F 2), and gradually apply the main force (10000N lifting force) in the second direction to the third position through the third shock absorber. F 3. That is, the force increases uniformly from -5000N to 5000N over time, and the main force in the second direction (10000N lifting force) is gradually applied to the fourth position through the fourth shock absorber. F 4), namely, the compression of the front axle and the lifting of the rear axle. In stage 14, the parameters of the vehicle in the longitudinal direction are checked to see if they meet the preset standards (i.e., longitudinal acceleration detection and pitch rate detection).

[0143] Subsequently, in stage 15, the main power output driving multiple shock absorbers is restored to 0N.

[0144] In stage 16, the suspension system gradually applies the main force (5000N of lifting force) in the second direction to the first position through the first shock absorber. F 1. That is, the force increases uniformly from 0N to 5000N over time, and the main force (lifting force of 5000N) is gradually applied to the third position in the second direction through the third shock absorber. F 3), and gradually apply the main force (compressive force of -5000N) in the first direction to the second position through the second damper. F 2, that is, the force decreases uniformly from 0 N to -5000 N over time, and the main force (compressive force of -5000 N) is gradually applied to the fourth position in the first direction through the fourth damper. F 4), namely, the left side of the vehicle is lifted and the right side of the vehicle is compressed. In stage 16, the parameters of the vehicle in the lateral direction are checked to see if they meet the preset standards (i.e., lateral acceleration detection and roll rate detection).

[0145] In stage 17, the suspension system gradually applies the main force (compression force of -10000N) in the first direction to the first position through the first shock absorber. F 1. That is, the force decreases uniformly from 5000N to -5000N over time, and the main force (compressive force of -10000N) is gradually applied to the third position in the first direction through the third damper. F 2), and gradually apply the main force (10000N lifting force) in the second direction to the second position through the second shock absorber. F 3. That is, the force increases uniformly from -5000N to 5000N over time, and the main force in the second direction (10000N lifting force) is gradually applied to the fourth position through the fourth shock absorber. F4), that is, the left side of the vehicle is compressed and the right side of the vehicle is lifted. In stage 17, the parameters of the vehicle in the lateral direction are checked to see if they meet the preset standards (i.e., lateral acceleration detection and roll rate detection).

[0146] Subsequently, in stage 18, the main power output of the multiple shock absorbers is restored to 0N. And in stage 19, the suspension system is controlled to exit the fault detection process.

[0147] The active forces applied to different locations in the above 18 stages can be seen as follows: Figure 4 As shown.

[0148] Figure 5 This is a schematic diagram of the structure of a suspension system detection device provided in an embodiment of this application.

[0149] For example, the suspension system includes a first shock absorber connected to a hydraulic line, such as... Figure 5 As shown, the device 500 includes: Drive module 501 is used to drive the first shock absorber to perform a first control action corresponding to the first target demand force in response to the suspension system meeting the preset detection conditions; The determination module 502 is used to determine a force deviation value based on the first target demand force and the actual feedback force of the first damper after the first control action is executed. The force deviation value is used to reflect the degree of deviation of the actual feedback force of the first damper when it follows the first target demand force. The output module 503 is used to output a first warning message that the hydraulic pipeline is blocked when the actual feedback force is greater than the preset force and the force deviation value is within the preset deviation range and the height change value is less than the first preset change value. The height change value is the actual displacement of the vehicle body under the first control action.

[0150] Optionally, the determining module 501 is specifically used to: determine whether the suspension system is in a first preset state, the first preset state being a state where the suspension system is in a state where high-voltage power supply is complete and high-voltage electricity can be safely used; when the suspension system is in the first preset state, determine whether the vehicle is in a second preset state, the second preset state being a stable and stationary safe state; when the vehicle is in the second preset state, determine whether the actuators in the suspension system are in a stationary and fault-free initial state; when the actuators are in the stationary and fault-free initial state, determine that the suspension system meets the preset detection conditions.

[0151] Optionally, the determining module 501 is further configured to: determine the sum of the first target demand force and the basic demand force as the first demand force, wherein the basic demand force is the reference force that already exists when the suspension system meets the preset detection conditions; determine the difference between the first demand force and the actual feedback force as the first force difference; and determine the ratio between the first force difference and the first demand force as the force deviation value.

[0152] Optionally, before outputting the first warning message that the hydraulic line is blocked, the device 500 further includes: an acquisition module, used to acquire the first duration when the actual feedback force is greater than a preset force and the force deviation value is within a preset deviation range and the height change value is less than a first preset change value; and an output module 503, specifically used to output the first warning message when the actual feedback force is greater than the preset force and the force deviation value is within a preset deviation range and the height change value is less than the first preset change value and the first duration is greater than the first preset duration.

[0153] Optionally, after outputting the first warning message that the hydraulic line is blocked, the determining module 502 is further configured to determine the response time, maximum overshoot, and steady-state error of the first shock absorber when performing the first control action. The maximum overshoot reflects the maximum deviation between the actual feedback force of the first shock absorber and the first target demand force, and the steady-state error reflects the deviation between the actual feedback force of the suspension system and the first target demand force when the suspension system is in a steady state. The output module 503 is further configured to output a second warning message when the response time is greater than a preset response time and / or the maximum overshoot is greater than a preset overshoot and / or the steady-state error is greater than a preset steady-state error. The second warning message indicates that the response of the suspension system to the first target demand force has not reached a preset standard.

[0154] Optionally, the acquisition module is specifically used to acquire the first moment and the execution moment of the first control action, and to determine the interval between the execution moment and the first moment as the response time, wherein the first moment is the moment when the actual feedback force and the second demand force are the same, and the second demand force is the product of the first target demand force and the preset amplitude; the determination module 502 is further used to: determine the difference between the maximum actual feedback force and the first demand force as the second force difference, and determine the ratio between the second force difference and the first demand force as the maximum overshoot; during the execution of the first control action, determine the average value of multiple actual feedback forces as the average feedback force, determine the difference between the average feedback force and the first demand force as the third force difference, and determine the ratio between the third force difference and the first demand force as the steady-state error.

[0155] Optionally, after outputting the first warning message that the hydraulic line is blocked, the determining module 502 is further configured to determine whether the height change value is less than a second preset change value, and the second preset change value is greater than the first preset change value; the output module 503 is further configured to output a third warning message when the height change value is less than the second preset change value and the second duration of the height change value being less than the second preset change value is greater than the second preset duration, the third warning message being used to indicate that the height change value corresponding to the vehicle body has not reached the preset standard.

[0156] Optionally, the suspension system further includes a second, a third, and a fourth shock absorber. After outputting a first warning message indicating that the hydraulic line is blocked, the drive module 501 is further configured to drive the second shock absorber to perform a first control action corresponding to the first target demand force, and drive the third and fourth shock absorbers to perform a second control action corresponding to the second target demand force, when the first and second shock absorbers are located on the front axle of the vehicle and the third and fourth shock absorbers are located on the rear axle of the vehicle. The first target demand force and the second target demand force are of the same magnitude but opposite in direction. The determining module 502 is further configured to determine a first change value in the longitudinal acceleration of the vehicle after performing the first and second control actions. The output module 503 is further configured to output a fourth warning message when the first change value is less than a third preset change value. The fourth warning message is used to indicate that the change value in the longitudinal acceleration of the vehicle has not reached the preset standard.

[0157] Optionally, the determining module 502 is further configured to determine the average value of multiple pitch angular velocities of the vehicle as the average pitch angular velocity during the execution of the first control action and the second control action; the output module 503 is further configured to output a fifth reminder message when the average pitch angular velocity is less than the preset pitch angular velocity, the fifth reminder message being used to indicate that the pitch angular velocity of the vehicle has not reached the preset standard.

[0158] Optionally, after outputting the first warning message that the hydraulic line is blocked, the drive module 501 is further configured to drive the third shock absorber to perform a first control action corresponding to the first target demand force, and drive the second shock absorber and the fourth shock absorber to perform a second control action corresponding to the second target demand force, when the first shock absorber and the second shock absorber are located on the front axle of the vehicle and the third shock absorber and the fourth shock absorber are located on the rear axle of the vehicle, wherein the first target demand force and the second target demand force are of the same magnitude but opposite in direction; the determining module 502 is further configured to determine a second change value in the lateral acceleration of the vehicle after performing the first control action and the second control action; the output module 503 is further configured to output a sixth warning message when the second change value is less than a fourth preset change value, wherein the sixth warning message is used to indicate that the change value in the lateral acceleration of the vehicle has not reached the preset standard.

[0159] Optionally, the determining module 502 is further configured to determine the average value of multiple roll angular velocities of the vehicle as the average roll angular velocity during the execution of the first control action and the second control action; the output module 503 is further configured to output a seventh reminder message when the average roll angular velocity is less than the preset roll angular velocity, the seventh reminder message being used to indicate that the roll angular velocity of the vehicle has not reached the preset standard.

[0160] Figure 6 This is a schematic diagram of the structure of a controller provided in an embodiment of this application.

[0161] For example, such as Figure 6 As shown, the controller 600 includes a storage module 601 and a processing module 602. The storage module 601 stores executable program code 603, and the processing module 602 is used to call and execute the executable program code 603 to perform a suspension system detection method.

[0162] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0163] For example, such as Figure 7 As shown, the vehicle 700 includes a memory 701 and a processor 702. The memory 701 stores executable program code 703, and the processor 702 is used to call and execute the executable program code 703 to perform a suspension system detection method.

[0164] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a suspension system detection method provided in embodiments of this application.

[0165] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, 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.

[0166] When each functional module is divided according to its corresponding function, the device may further include a driving module, a determining module, an acquiring module, and an output module. It should be noted that all relevant content in the above method embodiments can be referenced in the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0167] It should be understood that the device provided in this embodiment is used to perform the above-described method for detecting a suspension system, and therefore can achieve the same effect as the above-described implementation method.

[0168] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant executable program code.

[0169] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown 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.

[0170] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a suspension system detection method provided in the above embodiments.

[0171] This embodiment also provides a computer-readable storage medium storing executable program code. When the executable program code is run on a computer, the computer performs the above-described related method steps to implement the suspension system detection method provided in the above embodiment.

[0172] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a suspension system detection method provided in the above embodiment.

[0173] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0174] 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.

[0175] 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.

[0176] 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 method for testing a suspension system, the suspension system comprising a first shock absorber, the first shock absorber being connected to a hydraulic line, characterized in that, The method includes: In response to the suspension system meeting the preset detection conditions, the first shock absorber is driven to perform a first control action corresponding to the first target demand force; After the first control action is executed, a force deviation value is determined based on the first target demand force and the actual feedback force of the first damper. The force deviation value is used to reflect the degree of deviation of the actual feedback force of the first damper when it follows the first target demand force. When the actual feedback force is greater than the preset force and the force deviation value is within the preset deviation range and the height change value is less than the first preset change value, a first reminder message that the hydraulic pipeline is blocked is output, and the height change value is the actual displacement of the vehicle body under the first control action.

2. The method according to claim 1, characterized in that, The method for determining whether the suspension system meets the preset detection conditions includes: Determine whether the suspension system is in a first preset state, wherein the first preset state is that the suspension system is in a state where high voltage power supply is completed and high voltage power can be safely used; When the suspension system is in the first preset state, it is determined whether the vehicle is in a second preset state, wherein the second preset state is that the vehicle is in a stable and stationary safe state. When the vehicle is in the second preset state, determine whether the actuators in the suspension system are in a stationary and fault-free initial state. When the actuator is in the initial state of being stationary and fault-free, it is determined that the suspension system meets the preset detection conditions.

3. The method according to claim 1, characterized in that, The determination of the force deviation value based on the first target demand force and the actual feedback force of the first shock absorber includes: The sum of the first target demand force and the basic demand force is determined as the first demand force, and the basic demand force is the reference force that already exists when the suspension system meets the preset detection conditions. The difference between the first demand force and the actual feedback force is determined as the first force difference. The ratio between the first force difference and the first required force is determined as the force deviation value.

4. The method according to claim 1, characterized in that, Before outputting the first warning message that the hydraulic line is blocked, the method further includes: The first duration during which the actual feedback force is greater than a preset force and the force deviation value is within a preset deviation range, and the height change value is less than a first preset change value, is obtained; When the actual feedback force is greater than the preset force and the force deviation value is within the preset deviation range, and the height change value is less than the first preset change value and the first duration is greater than the first preset duration, the first reminder information is output.

5. The method according to claim 1, characterized in that, After outputting the first warning message that the hydraulic line is blocked, the method further includes: The response time, maximum overshoot, and steady-state error of the first shock absorber when executing the first control action are determined. The maximum overshoot reflects the maximum deviation between the actual feedback force of the first shock absorber and the first target demand force. The steady-state error reflects the deviation between the actual feedback force of the suspension system and the first target demand force when the suspension system is in a steady state. If the response time is greater than the preset response time and / or the maximum overshoot is greater than the preset overshoot and / or the steady-state error is greater than the preset steady-state error, a second reminder message is output. The second reminder message is used to indicate that the suspension system's response to the first target demand force has not reached the preset standard.

6. The method according to claim 5, characterized in that, Determining the response time, maximum overshoot, and steady-state error of the first damper when executing the first control action includes: The first moment and the execution time of the first control action are obtained, and the interval between the execution time and the first moment is determined as the response time. The first moment is the moment when the actual feedback force and the second demand force are the same, and the second demand force is the product of the first target demand force and the preset amplitude. The difference between the maximum actual feedback force and the first demand force is determined as the second force difference, and the ratio between the second force difference and the first demand force is determined as the maximum overshoot. During the execution of the first control action, the average value of multiple actual feedback forces is determined as the average feedback force, the difference between the average feedback force and the first demand force is determined as the third force difference, and the ratio between the third force difference and the first demand force is determined as the steady-state error.

7. The method according to claim 1, characterized in that, After outputting the first warning message that the hydraulic line is blocked, the method further includes: Determine whether the height change value is less than a second preset change value, wherein the second preset change value is greater than the first preset change value; If the height change value is less than the second preset change value and the second duration of the height change value being less than the second preset change value is greater than the second preset duration, a third reminder message is output. The third reminder message is used to indicate that the height change value corresponding to the vehicle body has not reached the preset standard.

8. The method according to claim 1, characterized in that, The suspension system further includes a second shock absorber, a third shock absorber, and a fourth shock absorber. After outputting the first warning message that the hydraulic line is blocked, the method further includes: When the first and second shock absorbers are located on the front axle of the vehicle and the third and fourth shock absorbers are located on the rear axle of the vehicle, the second shock absorber is driven to perform a first control action corresponding to the first target demand force, and the third and fourth shock absorbers are driven to perform a second control action corresponding to the second target demand force, wherein the first target demand force and the second target demand force are the same in magnitude and opposite in direction. After executing the first control action and the second control action, determine the first change value of the vehicle in longitudinal acceleration; If the first change value is less than the third preset change value, a fourth reminder message is output, which indicates that the change value of the vehicle in longitudinal acceleration has not reached the preset standard.

9. The method according to claim 8, characterized in that, The method further includes: During the execution of the first control action and the second control action, the average value of the multiple pitch angular velocities of the vehicle is determined as the average pitch angular velocity. If the average pitch rate is less than the preset pitch rate, a fifth reminder message is output, which indicates that the vehicle's pitch rate has not reached the preset standard.

10. The method according to claim 8, characterized in that, After outputting the first warning message that the hydraulic line is blocked, the method further includes: When the first and second shock absorbers are located on the front axle of the vehicle and the third and fourth shock absorbers are located on the rear axle of the vehicle, the third shock absorber is driven to perform a first control action corresponding to the first target demand force, and the second and fourth shock absorbers are driven to perform a second control action corresponding to the second target demand force, wherein the first target demand force and the second target demand force are the same in magnitude and opposite in direction. After executing the first control action and the second control action, a second change value in the lateral acceleration of the vehicle is determined; If the second change value is less than the fourth preset change value, a sixth reminder message is output, which indicates that the change value of the vehicle's lateral acceleration has not reached the preset standard.

11. The method according to claim 10, characterized in that, The method further includes: During the execution of the first control action and the second control action, the average value of multiple roll angular velocities of the vehicle is determined as the average roll angular velocity. If the average roll rate is less than the preset roll rate, a seventh reminder message is output, which indicates that the vehicle's roll rate has not reached the preset standard.

12. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 11.

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