Suspension control method, electronic device, suspension control system, vehicle, and medium

Abstract

The embodiment of the present application provides a suspension control method, an electronic device, a suspension control system, a vehicle and a medium, which comprises: when a vehicle executes a preset steering function, controlling an actuator of a vehicle suspension to output a downward suspension force to a vehicle body of the vehicle. By controlling the actuator to output the downward suspension force to the vehicle body when steering, the front axle is prevented from being lifted, the stability of the front suspension of the vehicle is maintained, and the steering stability and the driving safety of the vehicle are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle chassis control technology, and in particular to a suspension control method, an electronic device, a suspension control system, a vehicle, and a computer-readable storage medium. Background Technology

[0002] When a vehicle turns, due to inertia, the torque difference between the inner and outer wheels causes the front axle to lift, leading to suspension instability and affecting driving safety. While some technologies control the damping force of shock absorbers by adjusting their movement speed, these strategies have limited effectiveness in suppressing nose-up and still leave insufficient steering stability, posing a potential safety hazard. Summary of the Invention

[0003] In view of the above problems, embodiments of the present invention are proposed to provide a suspension control method, an electronic device, a suspension control system, a vehicle, and a computer-readable storage medium that overcome or at least partially solve the above problems.

[0004] To address the aforementioned problems, this invention discloses a suspension control method, comprising:

[0005] When the vehicle performs the preset steering function, the actuators controlling the vehicle suspension output a downward suspension force to the vehicle body.

[0006] Optionally, the actuator includes an inner front suspension actuator and / or an outer front suspension actuator of the vehicle.

[0007] Optionally, the actuator includes an inner front suspension actuator and an outer front suspension actuator of the vehicle, wherein the suspension action force corresponding to the inner front suspension actuator is greater than the suspension action force corresponding to the outer front suspension actuator.

[0008] Optionally, the preset steering function includes a first steering function, which is configured to control a torque difference between the torque at the inner front wheel end and the torque at the outer front wheel end of the vehicle.

[0009] Optionally, the preset steering function is configured to be triggered when the steering wheel is turned to a preset position.

[0010] Optionally, the suspension action is determined based on the vehicle's state parameters.

[0011] Optionally, the vehicle status parameters include the front axle torque of the vehicle and / or the current height of the front suspension of the vehicle.

[0012] Optionally, the front axle torque is used to determine the initial force adapted to the vehicle, and the current front suspension height is used to determine the compensating force adapted to the vehicle; the suspension action force is determined based on the initial force and / or the compensating force.

[0013] Optionally, the front axle torque is used to determine the front suspension height variation of the vehicle; the initial force is determined based on the front suspension height variation and a first correlation between the initial force and the front suspension height variation.

[0014] Optionally, the first association relationship is a linear relationship.

[0015] Optionally, the linear ratio between the initial force and the change in front suspension height is determined based on the front suspension stiffness and the front suspension lever ratio of the vehicle.

[0016] Optionally, the initial force is determined by the front suspension height change and the first correlation when the front suspension height change is within a preset effective range.

[0017] Optionally, the initial force includes the medial force adapted to the medial actuator of the vehicle's front suspension, and the change in front suspension height includes the change in medial suspension height; the medial force is determined based on the change in medial suspension height and the first correlation; and / or,

[0018] The initial force includes the lateral force adapted to the lateral actuator of the front suspension of the vehicle, the front suspension height change includes the lateral suspension height change, and the lateral force is determined based on the lateral suspension height change and the first correlation.

[0019] Optionally, the front axle torque includes the inner front wheel end torque and the outer front wheel end torque;

[0020] The inner suspension height variation is determined based on the inner front wheel torque, the outer front wheel torque, and a second correlation, wherein the second correlation includes the relationship between the inner front wheel torque and the outer front wheel torque and the inner suspension height variation; and / or,

[0021] The change height of the outer suspension is determined based on the inner front wheel end torque, the outer front wheel end torque, and a third correlation, which includes the inner front wheel end torque and the correlation between the outer front wheel end torque and the change height of the outer suspension.

[0022] Optionally, the second correlation is manifested in that both the inner front wheel torque and the outer front wheel torque have a linear relationship with the change in height of the inner suspension; and / or,

[0023] The third correlation is that the torque at the inner front wheel end and the torque at the outer front wheel end are both linearly related to the change in height of the inner suspension.

[0024] Optionally, the current height of the front suspension includes the current height of the inner suspension and the current height of the outer suspension. The compensation force is determined based on the suspension height difference and a fourth correlation between the suspension height difference and the compensation force. The suspension height difference is the difference between the current height of the inner suspension and the current height of the outer suspension.

[0025] Optionally, the fourth association relationship is a linear relationship.

[0026] Optionally, the linear ratio between the compensating force and the suspension height difference is determined based on the front suspension stiffness and the front suspension lever ratio of the vehicle.

[0027] Optionally, when the current height of the inner suspension is greater than the current height of the outer suspension, the compensating force is the inner compensating force acting on the inner actuator of the front suspension of the vehicle;

[0028] When the current height of the outer suspension is greater than the current height of the inner suspension, the compensating force is the outer compensating force acting on the outer actuator of the front suspension of the vehicle.

[0029] Optionally, the suspension force is the sum of the initial force and the compensation force.

[0030] An electronic device includes a processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the computer program, when executed by the processor, implements the steps of the suspension control method as described above.

[0031] A suspension control system for use in a vehicle includes a suspension controller and actuators;

[0032] The suspension controller is used to control the actuator to output a downward suspension force on the vehicle body when the vehicle performs a preset steering function.

[0033] Optionally, the system further includes a vehicle motion controller, which sends actuator control commands to the suspension controller, the actuator control commands indicating the suspension force to be output by the actuator.

[0034] Optionally, the system further includes a vehicle controller, which sends a preset steering state signal to the vehicle motion controller, the preset steering state signal indicating that the vehicle is performing the preset steering function.

[0035] Optionally, the vehicle controller is further configured to send the vehicle status parameters of the vehicle to the vehicle motion controller;

[0036] The vehicle motion controller is also used to determine the suspension action force based on the vehicle state parameters.

[0037] A vehicle comprising the controller described above or the suspension control system described above.

[0038] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the controller or the suspension control method described above.

[0039] The embodiments of the present invention have the following advantages:

[0040] This invention, in its embodiments, controls the actuators of the vehicle suspension to output a downward suspension force to the vehicle body when the vehicle performs a preset steering function. By controlling the actuators to output a downward suspension force to the vehicle body during steering, front axle pitching is suppressed, maintaining the stability of the vehicle's front suspension, thereby improving the vehicle's steering stability and driving safety. Attached Figure Description

[0041] Figure 1 This is a structural diagram of the linear motor active suspension of the present invention;

[0042] Figure 2 This is a flowchart illustrating the steps of an embodiment of the suspension control method of the present invention;

[0043] Figure 3 This is a system block diagram of an embodiment of the suspension control system of the present invention;

[0044] Figure 4 This is a schematic diagram of the control flow of an example of a suspension control system according to the present invention;

[0045] Figure 5 This is a data flow diagram of an example of a suspension control system according to the present invention;

[0046] Figure 6 This is a schematic diagram of the linear motor output during left turn, as an example of a suspension control system according to the present invention;

[0047] Figure 7 This is a schematic diagram of the linear motor output during right turn, as an example of a suspension control system according to the present invention;

[0048] Figure 8 This is a schematic diagram illustrating the fixed action of a suspension control system example according to the present invention;

[0049] Figure 9This is a schematic diagram illustrating the adaptive dynamic action of an example of a suspension control system according to the present invention. Detailed Implementation

[0050] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0051] When a vehicle is turning, the inner and outer wheels are subjected to equal and opposite torques. The outer wheel experiences a slightly larger torque than the inner wheel, while the inner wheel experiences a smaller torque, creating a torque difference. This causes the front axle to exhibit a short-axle effect, resulting in a larger half-axle angle at the steering limit. The torques on the half-axles from both sides cause the half-axles to lift the powertrain, reducing the sprung load. This leads to the front axle of the vehicle lifting, obstructing visibility, and creating a driving safety hazard.

[0052] The vehicle suspension structure used in the embodiments of the present invention can be referred to as follows. Figure 1 It includes a vehicle body 1, a linear motor damper 2, wheels 3, and springs 4. The linear motor damper 2 can be an actuator. When the vehicle turns, the linear motor damper 2 and springs 4 are controlled to suppress the movement of the wheels 3 relative to the vehicle body 1.

[0053] While the vehicle is in motion, the driver can interact with the vehicle to execute various steering functions based on the actual driving conditions. The agile steering function can be used to reduce the turning radius to handle narrow road conditions.

[0054] Reference Figure 2 The diagram illustrates a flowchart of an embodiment of a suspension control method according to the present invention. The suspension control method may specifically include the following steps:

[0055] Step 201: When the vehicle performs the preset steering function, the actuator controlling the vehicle suspension outputs a downward suspension force to the vehicle body.

[0056] When the vehicle performs a preset steering function, it will be triggered to enter the corresponding steering condition. The actuators of the vehicle suspension can be controlled to apply a downward suspension force to the vehicle body. The direction of the suspension force is to inhibit suspension movement; the suspension force can be either a thrust or a pull force, and this embodiment of the invention does not specifically limit this.

[0057] This invention, in its embodiments, controls the actuators of the vehicle suspension to output a downward suspension force to the vehicle body when the vehicle performs a preset steering function. By controlling the actuators to output a downward suspension force to the vehicle body during steering, front axle pitching is suppressed, maintaining the stability of the vehicle's front suspension, thereby improving the vehicle's steering stability and driving safety.

[0058] In an optional embodiment of the invention, the actuator includes an inner front suspension actuator and / or an outer front suspension actuator of the vehicle.

[0059] In practical applications, the two wheels on either side of the front axle will exhibit different movements depending on the direction of the turn. Specifically, with the turning path as an arc, the extension of the line connecting the two wheels is taken as the turning radius; the side closer to the center is the inner wheel, and vice versa. For example, when turning left, the left side is the inner wheel, and the right side is the outer wheel. The suspension forces on the inner and outer sides of the front suspension are adjusted by the outer and / or inner actuators, thereby limiting the range of motion of the front suspension.

[0060] Specifically, the actuator includes an inner actuator of the front suspension and an outer actuator of the front suspension of the vehicle, wherein the suspension action force corresponding to the inner actuator is greater than the suspension action force corresponding to the outer actuator.

[0061] Because the inner suspension experiences greater body roll during vehicle cornering, the suspension action force corresponding to the inner front suspension actuator is greater than that corresponding to the outer front suspension actuator when the actuators include both inner and outer front suspension actuators. This allows for better counter-roll control against nose-up, ensuring the actuators effectively prevent the corresponding suspension from lifting. In other words, while suppressing the tendency for suspension nose-up, it maintains front axle force balance, consistent front axle height, ensures good visibility, and enhances ride comfort with agile steering.

[0062] Furthermore, the preset steering function includes a first steering function, which is configured to control a torque difference between the torque at the inner front wheel end and the torque at the outer front wheel end of the vehicle.

[0063] In addition, the first steering function is configured to control the torque difference between the inner rear wheel end torque and the outer rear wheel end torque of the vehicle, thereby achieving the corresponding steering effect based on rear wheel steering control.

[0064] The preset steering function may also include a second steering function, which can be configured to control the torque difference between the front axle torque and the rear axle torque of the vehicle, thereby achieving differential steering between the front and rear wheels.

[0065] In an optional embodiment of the invention, the preset steering function is configured to be triggered when the steering wheel is turned to a preset position. In practical applications, the preset position can be set according to the usage requirements of the preset steering function. In one example of the invention, the preset position can be an extreme position, that is, the preset steering function is triggered when the steering wheel is turned clockwise or counterclockwise to the extreme position. This allows for the triggering of relevant controls under extreme conditions, ensuring stable control of the front suspension even under extreme conditions, thus guaranteeing driving safety.

[0066] In an optional embodiment of the invention, the vehicle state parameters include the front axle torque and / or the current height of the front suspension of the vehicle. The front axle torque is the current torque of the vehicle's front axle.

[0067] In an optional embodiment of the invention, the front axle torque is used to determine the initial force adapted to the vehicle, and the current front suspension height is used to determine the compensating force adapted to the vehicle; the suspension action is determined based on the initial force and / or the compensating force.

[0068] The initial force required to adapt to the vehicle can be determined based on the magnitude of the front axle torque. The compensation force that needs to be corrected can also be determined based on the current height of the front suspension during steering. The suspension's action force is determined through the initial force and / or the compensation force.

[0069] Specifically, the front axle torque is used to determine the change in front suspension height of the vehicle; the initial force is determined based on the change in front suspension height and a first correlation between the initial force and the change in front suspension height.

[0070] The first correlation is determined based on the structural composition of the vehicle's suspension system, and it exhibits a linear relationship. The initial force and the change in front suspension height are linearly related, allowing the initial force to be accurately fitted based on the change in front suspension height. This enables precise prediction of the suspension response under corresponding loads. It also allows for better adjustment of the suspension system, improving vehicle stability and comfort under different operating conditions.

[0071] Furthermore, the linear ratio between the initial force and the change in front suspension height is determined based on the vehicle's front suspension stiffness and front suspension lever ratio. Front suspension stiffness is a measure of the front suspension's resistance to deformation, equal to the ratio of the load borne by the front suspension to the deformation of the suspension caused by that load. The front suspension lever ratio is a parameter describing the leverage effect in the suspension system; the spring stiffness is directly proportional to the suspension stiffness and inversely proportional to the square of the lever ratio. The vehicle's front suspension stiffness and front suspension lever ratio are fixed parameters in the vehicle. Different vehicle models have different front suspension stiffness and front suspension lever ratios, which can be obtained from the vehicle's memory or a third-party database.

[0072] Furthermore, to ensure that the trend of change is predictable and that front axle nose-up is suppressed, the initial force is determined only when the front suspension height change is within a preset effective range, based on the front suspension height change and the first correlation.

[0073] It can be determined whether the current suspension height change is within the specified range. If the current suspension height change is within this range, then the suspension height change is valid; otherwise, if it is not, it is invalid. Only when the current suspension height change is valid is the initial force determined through the first correlation transformation. If the current suspension height change is invalid, it indicates an error and the front suspension height change needs to be re-determined.

[0074] By verifying the effectiveness of the front suspension height change, it is determined that the suspension height change is reasonable. This ensures that the control signal of the suspension control system can effectively control the dynamic changes of the suspension, avoid other malfunctions caused by exceeding the suspension travel, and ensure the reliability of the control.

[0075] In an optional embodiment of the present invention, the initial force includes an inner force adapted to the inner actuator of the vehicle's front suspension, and the change in front suspension height includes an inner suspension change in height; the inner force is determined based on the inner suspension change in height and the first correlation; and / or,

[0076] The initial force includes the lateral force adapted to the lateral actuator of the front suspension of the vehicle, the front suspension height change includes the lateral suspension height change, and the lateral force is determined based on the lateral suspension height change and the first correlation.

[0077] In this embodiment of the invention, the initial force may include the inner force adapted to the inner actuator of the vehicle's front suspension and / or the outer force adapted to the outer actuator of the vehicle's front suspension. Adjustments are made to the inner and outer suspensions during steering based on different operating conditions, allowing the adjustment range to better adapt to various operating conditions and improving the practicality of suspension control. The change in front suspension height may be a change in the inner suspension height and / or a change in the outer suspension height. The outer force is determined based on the change in the outer suspension height using a first correlation relationship. The inner force is determined based on the change in the inner suspension height using a first correlation relationship.

[0078] The first correlation can be the product of the ratio of front suspension stiffness to front suspension lever ratio and the negative value of the front suspension height change.

[0079] Taking a left turn as an example, with the left front as the inside and the right front as the outside, the left front suspension acts as an inside force F. FL The right front suspension acts as an external force F. FR The formula for fitting the first correlation relationship is: Where k f For front suspension stiffness, i f This refers to the front suspension lever ratio. The inner suspension height is changed by Δh. FL Substitute and calculate F FL .

[0080] Correspondingly, the formula for fitting the first association relationship is: Change the height Δh of the outer suspension FR Substitute and calculate F FR .

[0081] In one example of the present invention, the front axle torque includes the inner front wheel end torque and the outer front wheel end torque; the inner suspension height variation is determined based on the inner front wheel end torque, the outer front wheel end torque, and a second correlation, the second correlation including the correlation between the inner front wheel end torque and the outer front wheel end torque and the inner suspension height variation.

[0082] The inner front wheel torque is the wheel-end torque of the inner wheel; the outer front wheel torque is the wheel-end torque of the outer wheel. The change in height of the inner suspension can be obtained by converting the inner and outer front wheel torques using a second correlation. Specifically, the second correlation represents the relationship between the inner and outer front wheel torques and the change in height of the inner suspension. In other words, the second correlation shows that both the inner and outer front wheel torques have a linear relationship with the change in height of the inner suspension. That is, the change in height of the inner suspension can be represented by a linear function of the inner and outer front wheel torques. For example, taking a left turn as an example, when the left front wheel torque TQ... FL The torque at the inner front wheel end is TQ, and the torque at the right front wheel end is TQ. FR When the torque is at the outer front wheel end, the formula for fitting the second correlation relationship can be:

[0083] Δh FL =p0+p1*TQ FL +p2*TQ FR

[0084] Here, p0, p1, and p2 are the factors in the second association relationship. They can be determined based on different car models, and sorted in order of size, they are p0, p1, and p2 respectively. That is, p0 is the largest, p1 is the second largest, and p2 is the smallest.

[0085] By controlling the torque TQ at the left front wheel end FL and right front wheel end torque TQ FR Substituting into the above formula, the change in height Δh of the inner suspension is calculated. FL .

[0086] Accordingly, the change height of the outer suspension is determined based on the inner front wheel end torque, the outer front wheel end torque, and a third correlation, which includes the inner front wheel end torque and the correlation between the outer front wheel end torque and the change height of the outer suspension.

[0087] The change in height of the outer suspension can be obtained by converting the torque at the inner front wheel and the torque at the outer front wheel using a third correlation. It can be seen that the third correlation is the relationship between the torque at the inner and outer front wheels and the change in height of the outer suspension. Specifically, the third correlation shows that both the torque at the inner and outer front wheels have a linear relationship with the change in height of the inner suspension.

[0088] That is, the change in height of the outer suspension and the torque at the inner and outer front wheels can be represented by a linear function. Continuing with the left turn example, when the torque at the left front wheel is TQ... FL The torque at the inner front wheel end is TQ, and the torque at the right front wheel end is TQ. FRWhen the torque is at the outer front wheel end, the formula for fitting the third correlation relationship can be:

[0089] Δh FR =p3+p4*TQ FL +p5*TQ FR

[0090] Among them, p3, p4, and p5 are factors in the third association relationship, which can be determined according to different vehicle models, and are ordered in the order of size: p3, p4, p5. That is, p3 is the largest, p4 is the second largest, and p5 is the smallest.

[0091] By controlling the torque TQ at the left front wheel end FL and right front wheel end torque TQ FR Substituting into the above formula, the change in height Δh of the outer suspension is calculated. FR .

[0092] In an optional embodiment of the present invention, the current height of the front suspension includes the current height of the inner suspension and the current height of the outer suspension, and the compensation force is determined based on the suspension height difference and a fourth correlation between the suspension height difference and the compensation force, wherein the suspension height difference is the difference between the current height of the inner suspension and the current height of the outer suspension.

[0093] The fourth correlation is determined based on the structural composition of the vehicle's suspension system. This fourth correlation is linear, allowing the compensation force to be accurately fitted based on changes in the front suspension height. The compensation force and the initial force can be quantitatively fitted and determined, thus enabling precise prediction of the suspension response under corresponding loads. This allows for better adjustment of the suspension system, improving vehicle stability and comfort under different operating conditions. Specifically, the linear ratio between the compensation force and the suspension height difference is determined based on the vehicle's front suspension stiffness and front suspension lever ratio.

[0094] In one example of the present invention, when the current height of the inner suspension is greater than the current height of the outer suspension, the compensating force is an inner compensating force acting on the inner actuator of the front suspension of the vehicle.

[0095] When the current height of the outer suspension is greater than the current height of the inner suspension, the compensating force is the outer compensating force acting on the outer actuator of the front suspension of the vehicle.

[0096] If the current height of the inner suspension is greater than that of the outer suspension, it indicates that additional force is needed for the inner suspension; that is, the compensation force is the inner compensation force acting on the inner actuator of the front suspension. Conversely, if the current height of the outer suspension is greater than that of the inner suspension, additional force is needed for the outer suspension; that is, the compensation force is the outer compensation force acting on the outer actuator of the front suspension. By determining the relationship between the current heights of the outer and inner suspensions, the condition of the inner and outer suspensions can be determined. This allows for precise control of the inner and outer suspensions based on their different dynamic states, ensuring effective suppression of front axle pitching. Furthermore, the compensation force can also be zero. In this case, it indicates that neither the inner nor outer suspension requires additional compensation force.

[0097] For example, when making a left turn, the height of the inner front suspension is h. FL The outer front suspension height is h FR First, we can calculate based on the formula h. diff =h FL -h FR Determine the suspension height difference h diff When h diff When the value is positive, the inner compensating force can be determined as the compensating force, which can be obtained through the formula. Calculate the inner compensation force F diffFL When h diff When the value is negative, the outer compensating force can be determined as the compensating force, which can be determined by the formula. Calculate the external compensation force F diffFR Where k f For front suspension stiffness, i f This refers to the front suspension lever ratio.

[0098] In an optional embodiment of the present invention, the suspension force is the sum of the initial force and the compensation force.

[0099] The initial force and the compensation force can also be combined as the suspension forces. When combining them, the initial force and the compensation force can be based on the same side to determine the suspension forces on that side. Coordinated control of the suspension system based on the suspension forces on the same side can better ensure control performance.

[0100] The initial force and the compensating force can be directly added together, and the sum is taken as the suspension force. Furthermore, they can be added based on the same side. That is, the outer compensating force is added to the outer force to obtain the outer suspension force. The inner compensating force is added to the outer force to obtain the inner suspension force.

[0101] A suspension controller can control actuators in the vehicle chassis to apply suspension forces to the suspension, thus suppressing front axle pitching. For example, a linear motor-driven suspension can control linear motor actuators to apply suspension forces. Linear motor-driven suspensions can also use ball screw linear motor actuators, similarly controlling these actuators to apply suspension forces. Furthermore, in a hydraulic active suspension, a hydraulic pump actuator can be controlled to apply suspension forces.

[0102] By determining the operating force of the active suspension, such as the linear motor, during steering, tension or thrust is provided to the left and right front suspensions respectively, suppressing front axle pitching, maintaining the stability of the vehicle's front suspension, and thus improving the vehicle's steering stability and driving safety.

[0103] Reference Figure 3 This diagram illustrates a structural block diagram of an embodiment of a suspension control system according to the present invention. The suspension control system is applied to a vehicle and is used to adjust the vehicle's suspension. The suspension control system may include a suspension controller 301 and an actuator 302; the suspension controller 301 and the actuator 302 can be connected via an in-vehicle local area network for information exchange.

[0104] The suspension controller 301 is used to control the actuator 302 to output a downward suspension force to the vehicle body when the vehicle performs a preset steering function.

[0105] When the vehicle performs a preset steering function, the suspension controller 301 controls the actuator 302 to move based on the current operating conditions of the vehicle, and outputs a downward suspension force to the vehicle body, thereby preventing suspension movement and reducing vehicle cornering roll.

[0106] In an optional embodiment of the present invention, the system further includes a vehicle motion controller, which is used to send a control command for the actuator 302 to the suspension controller 301, the control command for the actuator 302 being used to indicate the suspension action force to be output by the actuator 302.

[0107] The vehicle motion controller can connect to the suspension controller 301 via an onboard local area network for information exchange. The vehicle motion controller can send control commands to the actuator 302 to the suspension controller 301, indicating the suspension force that the actuator 302 needs to output.

[0108] In an optional embodiment of the present invention, the system further includes a vehicle controller, which is configured to send a preset steering state signal to the vehicle motion controller, the preset steering state signal being used to indicate that the vehicle is performing the preset steering function.

[0109] The vehicle controller can connect to the vehicle motion controller via an onboard local area network for information exchange. The vehicle controller can send a preset steering status signal to the vehicle motion controller so that the vehicle motion controller can recognize the steering function currently being performed by the vehicle; that is, the preset steering status signal is used to indicate that the vehicle is performing the preset steering function.

[0110] In an optional embodiment of the present invention, the vehicle controller is further configured to send the vehicle status parameters of the vehicle to the vehicle motion controller;

[0111] The vehicle motion controller is also used to determine the suspension action force based on the vehicle state parameters.

[0112] The vehicle controller receives signals from various sensors to obtain the vehicle's state parameters. These parameters characterize various aspects of the vehicle's state, such as vehicle speed, torque, and suspension height. The vehicle motion controller can then calculate the suspension forces acting on the vehicle body based on these state parameters.

[0113] Furthermore, the vehicle state parameters include the front axle torque and / or the current height of the front suspension. The vehicle motion controller can calculate the initial force adapted to the vehicle based on the front axle torque and the compensation force adapted to the vehicle based on the current height of the front suspension. The suspension action force is determined based on the initial force and / or the compensation force. The vehicle motion controller sends a control command to the actuator 302 that matches the suspension action force, so that the actuator 302 can apply suspension action force to the vehicle body / suspension based on the control command to achieve pitch suppression.

[0114] To enable those skilled in the art to clearly understand the embodiments of the present invention, some examples are used below for illustration:

[0115] You can refer to Figure 4 The control process is as follows: When the vehicle is in motion and needs to achieve a small turning radius, i.e., when there is a limit to steering, the vehicle activates the agile steering function. When the agile steering function is triggered, the agile steering pitch suppression function is adaptively triggered. First, when the agile steering system is activated, it sends an agile steering control status signal: activate left turn or activate right turn. The vehicle controller transmits the above agile steering control status signal, as well as the torque at the left front wheel end and the torque at the right front wheel end, to the vehicle motion controller.

[0116] For details, please refer to Figure 5 The function activation arbitration module receives the agile steering control status and, in conjunction with vehicle status signals (such as vehicle speed, driving mode, vehicle malfunction, etc.), calculates the activation signal for the agile steering pitch suppression function. Taking the agile steering control status signal as activating left turn as an example, it also calculates the received left front wheel torque TQ. FLand right front wheel end torque TQ FR Substitute into the fitting formula:

[0117] Δh FL =p0+p1*TQ FL +p2*TQ FR

[0118] Where p0, p1, and p2 constitute the first parameter group. p0 is the first fixed value, p1 is the first inner control parameter, and p2 is the first outer control parameter; the values ​​of p0, p1, and p2 are shown in the table below:

[0119]

[0120]

[0121] Δh FR =p3+p4*TQ FL +p5*TQ FR

[0122] In this context, p3, p4, and p5 constitute the second parameter group, where p3 is the second fixed value, p4 is the second inner control parameter, and p5 is the second outer control parameter. The values ​​of p3, p4, and p5 are shown in the table below.

[0123] value lower limit upper limit <![CDATA[p3]]> -871.7476 -995.2816 -748.2136 <![CDATA[p4]]> -0.3227 -0.4771 -0.1682 <![CDATA[p5]]> 1.7030 1.5339 1.8721

[0124] The relative change Δh of the left front / right front suspension can be calculated using the two formulas above. FL and Δh FR .

[0125] When the dynamic calculation module receives the relative change Δh of the left front / right front suspension, FL Δh FR When, according to Δh FL Δh FR Calculate the force F required to pull the left front / right front suspension down to the position before engaging agile steering. FL and F FR When Δh is detected FL Δh FR When the value is not invalid, the left front suspension provides power. Right front suspension as power Where k f For front suspension stiffness, i f The calculated F is the front suspension lever ratio. FL and F FR This refers to the tension force exerted by the compression suspension head-up motor under the current torque difference between the inner and outer sides of the vehicle.

[0126] When the balance force calculation module receives the height h of the left front suspension and right front suspension,FL h FR When, through formula h diff =h FL -h FR Calculate the height difference h between the left and right suspensions under the current force. diff When h is calculated diff When it is a positive value, it is determined by the formula. Calculate the required left suspension compensation force F to balance the left and right suspensions. diffFL To tighten the left suspension and maintain consistent height on both sides; when h is calculated diff When the value is negative, it is determined by the formula. Calculate the right suspension compensation force F required to balance the left and right suspensions. diffFR To tighten the right side suspension and maintain consistent height on both sides, where k f For front suspension stiffness, i f The calculated F is the front suspension lever ratio. diffFL or F diffFR The tension force applied to maintain the balance of the left and right suspensions when the suspension is compressed and the head is raised.

[0127] The force arbitration module receives the force F output by the dynamics calculation module and the equilibrium force calculation module. FL F FR F diffFL F diffFR Through formula F OutFL =F FL +F diffFL and F OutFR =F FR +F diffFR The output force of the left front and right front compression suspension head-up motors is calculated separately, and the force is output by receiving the function activation signal of the arbitration module.

[0128] The required output force is converted into the target working power output of the two motor actuators on the front axle and sent to the active suspension controller. The active suspension controller then converts the current into actuator current to directly drive the motor actuators. The linear motor actuators output working power to the whole vehicle, suppressing the tendency of the front suspension to lift up when the agile steering function is activated, ensuring driving visibility, and improving the ride comfort of the agile steering function.

[0129] You can refer to Figure 6 When the vehicle has a minimum leftward steering requirement and the agile steering function is activated, the vehicle chassis controller recognizes the received agile steering control state: left turn activated. When the agile steering control state is left turn activated, the relative change in the left front suspension is Δh. FL >Relative change in right front suspension Δh FR Therefore, according to the formula and formula The left and right front linear motor actuators output different tension forces, with the left linear motor actuator outputting a larger tension force. The advantage of this is that when the vehicle activates the agile steering function and turns left, without agile steering pitch suppression, the left suspension lifts higher than the right suspension. Therefore, the left suspension requires a larger tension force to compress back to its pre-agile steering state. The greater tension force output of the left front linear motor actuator compared to the right front linear motor helps to suppress the pitching tendency while maintaining front axle force balance, consistent front axle height, ensuring visibility, and improving ride comfort with agile steering.

[0130] You can refer to Figure 7 When the vehicle has a limit rightward steering requirement and the agile steering function is activated, the vehicle chassis controller recognizes the received agile steering control state: right turn activated. When the agile steering control state is right turn activated, the relative change in the left front suspension is Δh. FL <Relative change in right front suspension Δh FR Therefore, according to the formula and formula The left and right front linear motor actuators output different tension forces, with the right linear motor actuator outputting a larger tension force. The advantage of this is that when the vehicle activates the agile steering function and turns right, without agile steering pitch suppression, the right suspension lifts higher than the left suspension. Therefore, the right suspension requires a larger tension force to compress it back to its pre-agile steering state. The greater tension force output of the right front linear motor actuator compared to the left front linear motor actuator helps to suppress the pitching tendency while maintaining front axle force balance, consistent front axle height, ensuring visibility, and improving ride comfort with agile steering.

[0131] like Figure 8 and Figure 9The diagrams shown illustrate the suppression of nose-up during agile steering by displaying fixed and adaptive braking forces, respectively. It can be seen that with fixed braking force, the torque difference between the inner and outer wheels varies at different steering stages, resulting in varying front axle lift heights. When the fixed braking force is small, it cannot suppress nose-up throughout the entire steering process, causing varying degrees of nose-up at certain steering angles, affecting driver visibility. When the fixed braking force is large, it may overcompensate, causing front axle depression and significantly impacting agile steering performance. With adaptive braking force, the torque difference between the inner and outer wheels also varies at different steering stages. Based on the different suspension lift heights of the inner and outer wheels under different torque differences, the different output values ​​of the inner and outer linear motor braking forces are dynamically calculated. This allows the linear motors to provide different levels of tension during different steering processes. By outputting different braking forces, the front axle maintains the same height during agile steering activation, operation, and termination, ensuring stable height for both inner and outer wheels, guaranteeing driver visibility, stabilizing vehicle posture, and improving ride comfort during agile steering.

[0132] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of the present invention are not limited to the described order of actions, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present invention.

[0133] This invention also discloses an electronic device, including a processor, a memory, and a computer program stored in the memory and capable of running on the processor. When the computer program is executed by the processor, it implements the steps of the suspension control method as described above.

[0134] This invention also discloses a vehicle, including the controller described above or the suspension control system described above.

[0135] This invention also discloses a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the controller or suspension control method described above.

[0136] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0137] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0138] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0139] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0140] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0141] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0142] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0143] The above provides a detailed description of a suspension control method, an electronic device, a suspension control system, a vehicle, and a computer-readable storage medium provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A suspension control method, characterized in that, include: When the vehicle performs the preset steering function, the actuators controlling the vehicle suspension output a downward suspension force to the vehicle body.

2. The method according to claim 1, characterized in that, The actuators include the inner actuator of the front suspension of the vehicle and / or the outer actuator of the front suspension of the vehicle.

3. The method according to claim 2, characterized in that, The actuator includes an inner actuator and an outer actuator of the front suspension of the vehicle, wherein the suspension action force corresponding to the inner actuator is greater than the suspension action force corresponding to the outer actuator.

4. The method according to any one of claims 1-3, characterized in that, The preset steering function includes a first steering function, which is configured to control a torque difference between the torque at the inner front wheel end and the torque at the outer front wheel end of the vehicle.

5. The method according to any one of claims 1-4, characterized in that, The preset steering function is configured to be triggered when the steering wheel is turned to a preset position.

6. The method according to any one of claims 1-5, characterized in that, The suspension's operating force is determined based on the vehicle's state parameters.

7. The method according to claim 6, characterized in that, The vehicle status parameters include the front axle torque of the vehicle and / or the current height of the front suspension of the vehicle.

8. The method according to claim 7, characterized in that, The front axle torque is used to determine the initial force adapted to the vehicle, and the current front suspension height is used to determine the compensating force adapted to the vehicle; the suspension action force is determined based on the initial force and / or the compensating force.

9. The method according to claim 8, characterized in that, The front axle torque is used to determine the change in front suspension height of the vehicle; the initial force is determined based on the change in front suspension height and a first correlation between the initial force and the change in front suspension height.

10. The method according to claim 9, characterized in that, The first association relationship is linear.

11. The method according to claim 10, characterized in that, The linear ratio between the initial force and the change in front suspension height is determined based on the vehicle's front suspension stiffness and the vehicle's front suspension lever ratio.

12. The method according to any one of claims 9-11, characterized in that, The initial force is determined by the front suspension height change and the first correlation when the front suspension height change is within a preset effective range.

13. The method according to any one of claims 9-12, characterized in that, The initial force includes the medial force adapted to the medial actuator of the vehicle's front suspension, and the front suspension height change includes the medial suspension height change; the medial force is determined based on the medial suspension height change and the first correlation; and / or, The initial force includes the lateral force adapted to the lateral actuator of the front suspension of the vehicle, the front suspension height change includes the lateral suspension height change, and the lateral force is determined based on the lateral suspension height change and the first correlation.

14. The method according to any one of claims 9-13, characterized in that, The front axle torque includes the inner front wheel end torque and the outer front wheel end torque; The inner suspension height variation is determined based on the inner front wheel torque, the outer front wheel torque, and a second correlation, wherein the second correlation includes the relationship between the inner front wheel torque and the outer front wheel torque and the inner suspension height variation; and / or, The change height of the outer suspension is determined based on the inner front wheel end torque, the outer front wheel end torque, and a third correlation, which includes the inner front wheel end torque and the correlation between the outer front wheel end torque and the change height of the outer suspension.

15. The method according to claim 14, characterized in that, The second correlation is manifested in that both the inner front wheel torque and the outer front wheel torque have a linear relationship with the change in height of the inner suspension; and / or, The third correlation is that the torque at the inner front wheel end and the torque at the outer front wheel end are both linearly related to the change in height of the inner suspension.

16. The method according to any one of claims 8-15, characterized in that, The current height of the front suspension includes the current height of the inner suspension and the current height of the outer suspension. The compensation force is determined based on the suspension height difference and a fourth correlation between the suspension height difference and the compensation force. The suspension height difference is the difference between the current height of the inner suspension and the current height of the outer suspension.

17. The method according to claim 16, characterized in that, The fourth relationship is a linear one.

18. The method according to claim 17, characterized in that, The linear ratio between the compensation force and the suspension height difference is determined based on the front suspension stiffness and the front suspension lever ratio of the vehicle.

19. The method according to any one of claims 16-18, characterized in that, When the current height of the inner suspension is greater than the current height of the outer suspension, the compensating force is the inner compensating force acting on the inner actuator of the front suspension of the vehicle; When the current height of the outer suspension is greater than the current height of the inner suspension, the compensating force is the outer compensating force acting on the outer actuator of the front suspension of the vehicle.

20. The method according to any one of claims 8-19, characterized in that, The suspension force is the sum of the initial force and the compensation force.

21. An electronic device, characterized in that, It includes a processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the computer program, when executed by the processor, implements the steps of the suspension control method as described in any one of claims 1 to 20.

22. A suspension control system, applied to a vehicle, characterized in that, Including suspension controllers and actuators; The suspension controller is used to control the actuator to output a downward suspension force on the vehicle body when the vehicle performs a preset steering function.

23. The suspension control system according to claim 22, characterized in that, The system also includes a vehicle motion controller, which sends actuator control commands to the suspension controller, the actuator control commands indicating the suspension force to be output by the actuator.

24. The suspension control system according to claim 23, characterized in that, The system also includes a vehicle controller, which sends a preset steering state signal to the vehicle motion controller, the preset steering state signal indicating that the vehicle is performing the preset steering function.

25. The suspension control system according to any one of claims 22-24, characterized in that, The vehicle controller is also used to send the vehicle status parameters of the vehicle to the vehicle motion controller; The vehicle motion controller is also used to determine the suspension action force based on the vehicle state parameters.

26. A vehicle, characterized in that, Includes the electronic device as described in claim 21 or the suspension control system as described in any one of claims 22-25.

27. A computer-readable storage medium, characterized in that, A computer program is stored on the computer-readable storage medium, which, when executed by a processor, implements the suspension control system method as described in any one of claims 1-20.

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