Vehicle control method, storage medium, controller, vehicle, and program product

Abstract

The present disclosure relates to a vehicle control method, a storage medium, a controller, a vehicle and a program product, comprising: obtaining state information of the vehicle when the vehicle is in a braking state; and controlling a suspension system of the vehicle to output a longitudinal control force according to the state information, so as to adjust a body attitude. By the above technical solution, the body attitude is adjusted by the longitudinal control force output by the suspension system of the vehicle. Compared with the way of adjusting the body attitude by means of active shock absorbers or distributing braking force to wheels in the related art, since the body attitude of the vehicle is adjusted by the longitudinal control force generated in the longitudinal direction by the suspension system, the stability and comfort of the body attitude of the vehicle during braking can be improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to vehicle control methods, storage media, controllers, vehicles, and software products. Background Technology

[0002] Active suspension brake pitch control primarily improves vehicle stability and driving safety by actively adjusting the suspension system to regulate the vehicle's body posture during braking. Related technologies adjust vehicle body posture using active dampers or by distributing braking force to the wheels; however, these methods often suffer from low precision in adjusting body posture. Summary of the Invention

[0003] The purpose of this disclosure is to provide vehicle control methods, storage media, controllers, vehicles, and program products to solve technical problems existing in the related art.

[0004] To achieve the above objectives, in a first aspect, this disclosure provides a vehicle control method, the vehicle control method comprising: When the vehicle is in a braking state, the vehicle's status information is acquired; Based on the status information, the vehicle's suspension system is controlled to output longitudinal control force to adjust the vehicle's attitude.

[0005] Optionally, the suspension system includes an electromagnetic actuator corresponding to each wheel, and the step of controlling the vehicle's suspension system to output a longitudinal control force based on the state information to adjust the vehicle's attitude includes: Based on the state information, each of the electromagnetic actuators is controlled to output longitudinal control force to suppress the pitch motion of the vehicle during braking.

[0006] Optionally, controlling each of the electromagnetic actuators to output a longitudinal control force based on the state information includes: Based on the status information, the braking state of the vehicle is determined; At least depending on the braking state of the vehicle, each of the electromagnetic actuators is controlled to output a different longitudinal control force.

[0007] Optionally, when the vehicle enters the braking state, the direction of the longitudinal control force is a first direction; The longitudinal control force changes in a first direction, first increasing and then decreasing to 0, and then in a second direction opposite to the first direction, first increasing and then decreasing to 0.

[0008] Optionally, controlling each of the electromagnetic actuators to output different longitudinal control forces, at least according to the braking state of the vehicle, includes: When the vehicle is in a first braking state or a second braking state, each electromagnetic actuator is controlled to output a different longitudinal control force according to the state information.

[0009] Optionally, in the first braking state, the longitudinal control force tends to increase within a preset time period, and in the second braking state, the longitudinal control force fluctuates within a first preset range.

[0010] Optionally, the maximum value of the rate of change of the longitudinal control force in the first braking state is greater than the maximum value of the rate of change of the longitudinal control force in the second braking state.

[0011] Optionally, in the first braking state, the longitudinal control force exhibits a stable change tending towards 0 during the first time period, and increases to a first preset longitudinal control force during the second time period, wherein the second time period is located after the first time period; In the second braking state, the longitudinal control force fluctuates within the first preset range starting from the first preset longitudinal control force during the third time period, wherein the third time period is after the second time period.

[0012] Optionally, the second preset longitudinal control force is less than the minimum value of the longitudinal control force under the second braking state.

[0013] Optionally, controlling each of the electromagnetic actuators to output different longitudinal control forces, at least according to the braking state of the vehicle, includes: When the vehicle is in a first braking state or a second braking state, based on the first state information in the state information, each electromagnetic actuator is controlled to output a different pitch control force, and / or... Based on the second state information in the state information, each of the electromagnetic actuators is controlled to output a different stiffness control force.

[0014] Optionally, the first state information includes the longitudinal acceleration and pitch rate of the vehicle, and the second state information includes the longitudinal acceleration, the pitch rate, and the displacement information of each of the electromagnetic actuators.

[0015] Optionally, the first state information includes the vehicle's longitudinal acceleration and pitch angular velocity, and the step of controlling each electromagnetic actuator to output a different pitch control force based on the first state information includes: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front and rear wheels of the vehicle are controlled to output different pitch control forces.

[0016] Optionally, based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators controlling the front and rear wheels of the vehicle output different pitch control forces, including: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front wheels of the vehicle are controlled to output an upward pitch control force, and the electromagnetic actuators corresponding to the rear wheels of the vehicle are controlled to output a downward pitch control force.

[0017] Optionally, the second state information includes the vehicle's longitudinal acceleration, pitch angular velocity, and displacement information of each electromagnetic actuator. The step of controlling each electromagnetic actuator to output a different stiffness control force based on the second state information includes: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front and rear wheels of the vehicle are controlled to output different first stiffness control forces, and based on the displacement information, the electromagnetic actuators corresponding to each vehicle are controlled to output different second stiffness control forces.

[0018] Optionally, based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators controlling the front and rear wheels of the vehicle respectively output different first stiffness control forces, including: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuator corresponding to the front wheel of the vehicle is controlled to output an upward first stiffness control force, and the electromagnetic actuator corresponding to the rear wheel of the vehicle is controlled to output a downward first stiffness control force.

[0019] Optionally, each of the electromagnetic actuators is controlled to output a different longitudinal control force, at least according to the braking state of the vehicle, including: When the vehicle is in the third braking state, each of the electromagnetic actuators is controlled to be in a short-circuit state, so that the electromagnetic actuators output different longitudinal control forces by generating simulated damping forces in the short-circuit state.

[0020] Optionally, in the third braking state, the longitudinal control force exhibits a vibration trend of first decreasing, then increasing, and then decreasing again.

[0021] Optionally, before the vehicle enters the third braking state, the direction of the longitudinal control force is a first direction, and when the longitudinal control force shows a trend of increasing and then decreasing, the direction of the longitudinal control force changes to a second direction opposite to the first direction.

[0022] Optionally, the method further includes: When the braking state of the vehicle switches from the third braking state to the fourth braking state, control of each electromagnetic actuator to output longitudinal control force is stopped.

[0023] Optionally, the stop control of each of the electromagnetic actuators outputting longitudinal control force includes: The simulated damping force generated by the electromagnetic actuator is controlled to change to 0. After the simulated damping force generated by the electromagnetic actuator changes to 0, control of the longitudinal control force output by each electromagnetic actuator is stopped.

[0024] Optionally, the status information includes the vehicle's brake pedal status, vehicle speed, and longitudinal acceleration. Determining the vehicle's braking state based on the status information includes: When the brake pedal state indicates that the brake pedal is depressed, if the vehicle speed is greater than a first preset vehicle speed and the derivative of the longitudinal acceleration is less than the first preset derivative, the braking state of the vehicle is determined to be the first braking state.

[0025] Optionally, after determining that the vehicle's braking state is the first braking state, the vehicle control method further includes: When the vehicle speed is greater than the first preset vehicle speed and the duration for which the derivative of the longitudinal acceleration is greater than the second preset derivative reaches the first preset duration, the braking state of the vehicle is switched to the second braking state. When the duration for which the derivative of the longitudinal acceleration is greater than the second preset derivative does not reach the first preset duration, and the change in the derivative of the longitudinal acceleration is less than the second preset derivative, the braking state of the vehicle is maintained as the first braking state.

[0026] Optionally, after switching the vehicle's braking state to the second braking state, the vehicle control method further includes: When the vehicle speed is less than the first preset vehicle speed, the braking state of the vehicle is switched to the third braking state; When the vehicle speed is greater than the first preset vehicle speed, and the duration for which the derivative of the longitudinal acceleration is less than the first preset derivative reaches a second preset duration, the braking state of the vehicle is switched to the first braking state. When the vehicle speed is greater than the second preset vehicle speed, and the duration for which the derivative of the longitudinal acceleration is less than the first preset derivative does not reach the second preset duration, and the change in the derivative of the longitudinal acceleration is greater than or equal to the third preset derivative, the braking state of the vehicle is maintained as the second braking state.

[0027] Optionally, after switching the vehicle's braking state to the third braking state, the vehicle control method further includes: When the vehicle speed is less than the second preset speed for a period of time that reaches a third preset time, the braking state of the vehicle is switched to a fourth braking state, wherein the second preset speed is less than the first preset speed. When the duration during which the vehicle speed is less than the second preset speed does not reach the third preset duration, and the derivative of the longitudinal acceleration is less than the fourth preset derivative, the braking state of the vehicle is maintained as the third braking state.

[0028] In a second aspect, this disclosure provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the methods provided in the first aspect of this disclosure.

[0029] Thirdly, this disclosure provides a controller, including: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of any of the methods provided in the first aspect of this disclosure.

[0030] Fourthly, this disclosure provides a vehicle including a suspension system and a controller provided in the third aspect of this disclosure.

[0031] Optionally, the suspension system includes an electromagnetic actuator corresponding to each wheel of the vehicle.

[0032] Fifthly, this disclosure provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in any of the first aspects of this disclosure.

[0033] The above technical solution adjusts the vehicle's posture by using longitudinal control forces output from the vehicle's suspension system. Compared to related technologies that adjust vehicle posture through active dampers or by distributing braking force to the wheels, this method improves vehicle stability and comfort during braking because it adjusts the vehicle's posture by using longitudinal control forces generated by the suspension system in the longitudinal direction.

[0034] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0035] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1This is a schematic diagram of the structure of the active damper in the first related technology.

[0036] Figure 2 This is a schematic diagram of the control module of the related device in the second related technology.

[0037] Figure 3 This is a schematic diagram illustrating a vehicle control method according to an exemplary embodiment of the present disclosure.

[0038] Figure 4 This is a schematic diagram illustrating the structure of an electromagnetic actuator arrangement according to an exemplary embodiment of the present disclosure.

[0039] Figure 5 This is a schematic diagram illustrating the braking phase according to an exemplary embodiment of the present disclosure.

[0040] Figure 6 This is a schematic diagram illustrating braking state determination according to an exemplary embodiment of the present disclosure.

[0041] Figure 7 This is a schematic diagram illustrating a braking pitch control function module according to an exemplary embodiment of the present disclosure.

[0042] Figure 8 This is a schematic diagram illustrating a vehicle control device according to an exemplary embodiment of the present disclosure.

[0043] Figure 9 This is a block diagram illustrating a vehicle according to an exemplary embodiment. Detailed Implementation

[0044] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0045] Pitch motion of a vehicle occurs during braking when the front of the vehicle dips and the rear rises due to inertia. Excessive pitch motion reduces vehicle stability, affecting driving safety and ride comfort. Active suspension is a suspension system that adjusts suspension parameters in real time based on vehicle driving conditions and road surface conditions.

[0046] In the first related technology, such as Figure 1As shown, the method primarily controls the pitch motion of a vehicle by controlling its active shock absorbers. The active shock absorber is part of a suspension that connects the vehicle's frame to the wheel hubs and has: a first element (7) defining one end of the active shock absorber; a second element (8) defining the other end of the active shock absorber and mounted to slide relative to the first element; and an actuator (10) configured to generate a force (F) applied between the two elements. The method of controlling the vehicle includes the following steps: determining the vertical acceleration (az) of the wheel hub; determining the translational velocity (v) between the two elements of the active shock absorber; determining a target force (FTGT) of the actuator (10) of the active shock absorber based on the vertical acceleration of the wheel hub and the translational velocity between the two elements of the active shock absorber; and controlling the actuator (10) of the active shock absorber to pursue the target force.

[0047] In the second related technology, such as Figure 2 As shown, the main feature is the installation of devices to control the vehicle's pitch angle during parking. These devices include a radar system 106, a LIDAIR system 108, a camera system 109, a GPS 112, an ultrasonic system 114, a transceiver 118, a braking driving / assistance system, a pitch control unit 126, a vehicle control actuator 120, a display 122, a speaker 124, and map data 116. The devices also include a pitch component and a rebound component. The pitch component is configured to determine that the vehicle has a forward pitch during braking. The rebound component is configured to apply braking pressure to one or more non-drive wheels using one or more brakes and apply a reverse torque to one or more drive wheels using a motor or engine in response to the vehicle achieving a substantially zero forward speed. Applying a reverse torque to one or more drive wheels (e.g., the front wheels) while braking one or more wheels (e.g., the rear wheels) results in a downward force on the front suspension. This can maintain a downward force on the front suspension to limit the speed of the front suspension rebound.

[0048] The inventors discovered that when controlling vehicle pitch motion using the first correlation technique, it is impossible to switch between the active force and damping force of the suspension system, and it is impossible to control the vehicle's pitch motion according to the vehicle's attitude, resulting in slow vehicle response and reduced accuracy in vehicle control. When controlling vehicle pitch motion using the second correlation technique, it primarily achieves control by distributing braking force along the vehicle's lateral axis to the front and rear wheels and the rear wheel, respectively. This method can increase the braking force on the front wheels and decrease the braking force on the rear wheels during braking, thereby suppressing vehicle pitch motion. However, this method mainly controls vehicle pitch motion by applying force along the vehicle's lateral axis, resulting in low control accuracy and poor control effect.

[0049] In view of this, the present disclosure provides a vehicle control method, storage medium, controller, vehicle, and program product to solve the technical problems existing in the aforementioned related technologies.

[0050] like Figure 3 As shown, Figure 3 This is a schematic diagram illustrating a vehicle control method according to an exemplary embodiment of the present disclosure, with reference to... Figure 3 ,include: S301: When the vehicle is in a braking state, obtain the vehicle's status information; S302: Based on the status information, control the vehicle's suspension system to output longitudinal control force to adjust the vehicle's attitude.

[0051] The above technical solution adjusts the vehicle's posture by using longitudinal control forces output from the vehicle's suspension system. Compared to related technologies that adjust vehicle posture through active dampers or by distributing braking force to the wheels, this method improves vehicle stability and comfort during braking because it adjusts the vehicle's posture by using longitudinal control forces generated by the suspension system in the longitudinal direction.

[0052] To enable those skilled in the art to better understand the vehicle control method provided in this disclosure, the above steps are illustrated in detail below.

[0053] For example, the braking state of a vehicle can be the state in which the vehicle is braking. The vehicle's state information can be the vehicle's driving information during operation, which may include the vehicle's speed, brake pedal state, displacement information of the electromagnetic actuator, longitudinal acceleration, and pitch angular velocity. This embodiment of the present disclosure does not specifically limit the specific details of these parameters. In this embodiment, the vehicle's state information during braking can be obtained and used for subsequent adjustments to the vehicle's attitude. The vehicle's attitude can be the pitch motion generated during braking; this embodiment of the present disclosure does not specifically limit the specific details of this parameter.

[0054] For example, a suspension system can be used to absorb the impact and vibration caused by uneven road surfaces, thereby ensuring the stability of the vehicle's posture during driving. In this embodiment, when the vehicle brakes, due to inertia, the vehicle will experience a downward movement at the front and a upward movement at the rear. Therefore, the suspension system can be controlled to output a longitudinal control force based on the state information. This longitudinal control force can adjust the vehicle's posture. This longitudinal control force can be an upward control force at the front and a downward control force at the rear; however, this embodiment does not specifically limit its application.

[0055] When the vehicle body posture is adjusted by the longitudinal control force output by the suspension system, compared with the method of adjusting the vehicle body posture by active dampers or distributing braking force to the wheels in related technologies, the vehicle body posture can be adjusted by adjusting the longitudinal control force generated by the suspension system in the longitudinal direction, which can improve the stability and comfort of the vehicle body posture during braking.

[0056] In one possible manner, the suspension system includes an electromagnetic actuator corresponding to each wheel, which, based on the state information, controls the vehicle's suspension system to output a longitudinal control force to adjust the vehicle's attitude, including: Based on the state information, each of the electromagnetic actuators is controlled to output longitudinal control force to suppress the pitch motion of the vehicle during braking.

[0057] It should be understood that an electromagnetic actuator can be a device that converts electrical energy into mechanical energy. In embodiments of this disclosure, such as... Figure 4 As shown, an electromagnetic actuator 101 can be set at the position corresponding to each wheel 103. When the vehicle's suspension system outputs longitudinal control force, the pitch motion of the vehicle during braking can be suppressed by controlling the electromagnetic actuator 101 corresponding to each wheel 103 to output longitudinal control force.

[0058] By setting up an electromagnetic actuator for each wheel and controlling the output longitudinal control force of the electromagnetic actuator for each wheel to suppress the pitch motion of the vehicle during braking, the stability and comfort of the vehicle during braking can be improved, thereby reducing the pitch motion of the vehicle during braking and improving the accuracy and precision of vehicle control.

[0059] In one possible manner, based on the state information, controlling each of the electromagnetic actuators to output a longitudinal control force includes: Based on the status information, the braking state of the vehicle is determined; At least depending on the braking state of the vehicle, each of the electromagnetic actuators is controlled to output a different longitudinal control force.

[0060] It should be understood that braking states can include a first braking state, a second braking state, a third braking state, and a fourth braking state. For example... Figure 5As shown, the horizontal axis represents time, and the vertical axis represents the longitudinal control force output by the electromagnetic brake. The upper curve represents the longitudinal control force of a single front axle wheel, and the lower curve represents the longitudinal control force of a single rear axle wheel. Braking stage one can be the first braking state, which is the process where, due to vehicle inertia, the front of the vehicle sinks and the rear rises to rapidly increase the pitch angle immediately after braking. Braking stage two can be the second braking state, which is the process where the vehicle rapidly decreases from its increased pitch angle during braking. Braking stage three can be the third braking state, which is the process where the vehicle vibrates during pitch motion after the second braking state. Braking stage four can be the fourth braking state, where the vehicle stops pitch motion. This embodiment does not specifically limit the specific braking state of the vehicle. In this embodiment, the braking state of the vehicle can be determined based on the state information. For example, the braking state of the vehicle can be determined based on the vehicle speed, brake pedal state, and longitudinal acceleration in the state information. This embodiment does not specifically limit the specific braking state of the vehicle.

[0061] Then, each electromagnetic actuator can be controlled to output different longitudinal control forces according to the braking state of the vehicle. These different longitudinal control forces can be longitudinal control forces with different directions, longitudinal control forces with different magnitudes, or longitudinal control forces with different magnitudes and directions. This disclosure does not specifically limit the specific application of these forces.

[0062] By controlling each electromagnetic actuator to output different longitudinal control forces according to the vehicle's braking state, the pitch motion of the vehicle can be reduced, thereby improving the accuracy and precision of vehicle control.

[0063] In one possible manner, when the vehicle enters a braking state, the direction of the longitudinal control force is a first direction; The longitudinal control force changes in a first direction, first increasing and then decreasing to 0, and then in a second direction opposite to the first direction, first increasing and then decreasing to 0.

[0064] It should be understood that when the vehicle enters braking mode, the longitudinal control force generated by each electromagnetic actuator during the entire braking process can initially increase in a first direction and then decrease to zero, followed by an increase in a second direction and then decrease to zero, in order to adjust the vehicle's attitude. The first and second directions are opposite directions.

[0065] In one possible manner, controlling each of the electromagnetic actuators to output a different longitudinal control force, at least according to the braking state of the vehicle, includes: When the vehicle is in a first braking state or a second braking state, each electromagnetic actuator is controlled to output a different longitudinal control force according to the state information.

[0066] It should be understood that when controlling the electromagnetic actuator to output longitudinal control force according to the braking state of the vehicle, the electromagnetic actuator can output different longitudinal control forces when the vehicle is in the first braking state or the second braking state.

[0067] In one possible manner, under the first braking state, the longitudinal control force tends to increase over a preset time period, and under the second braking state, the longitudinal control force fluctuates within a first preset range.

[0068] It should be understood that when the vehicle is in the first braking state, the corresponding longitudinal control force can be a slowly increasing process, or it can first tend to stabilize and then slowly increase. This disclosure does not specifically limit this. When the vehicle is in the second braking state, the corresponding longitudinal control force can fluctuate within a first preset range. This disclosure does not specifically limit this. Furthermore, in both the first and second braking states, the magnitude of the longitudinal control force corresponding to the front wheels and the magnitude of the longitudinal control force corresponding to the rear wheels can be different or the same. This disclosure does not specifically limit this.

[0069] In one possible manner, the minimum rate of change of the longitudinal control force in the first braking state is greater than the maximum rate of change of the longitudinal control force in the second braking state.

[0070] It should be understood, such as Figure 5 As shown, when the vehicle is in the first braking state, its longitudinal control force can be in a state of steep increase, while when the vehicle is in the second braking state, its longitudinal control force can be in a process of slow fluctuation. Therefore, the maximum value of the rate of change of the longitudinal control force in the first braking state is greater than the maximum value of the rate of change of the longitudinal control force in the second braking state.

[0071] In one possible manner, during the first braking state, the longitudinal control force exhibits a smooth change tending towards 0 during a first time period, and increases to a first preset longitudinal control force during a second time period, wherein the second time period is after the first time period; In the second braking state, the longitudinal control force fluctuates within the first preset range starting from the first preset longitudinal control force during the third time period, wherein the third time period is after the second time period.

[0072] It should be understood that, such as Figure 5As shown, when the vehicle is in the first braking state, it includes a first time period and a second time period. The first time period can be 0-0.2s, and the second time period can be 0.2s-0.4s. During the first time period, since the vehicle has just braked and has no time to react, the longitudinal control force can change smoothly towards 0. Between 0.2s and 0.4s, the vehicle reacts, and the longitudinal control force increases to a first preset longitudinal control force. The first preset longitudinal control force can be a first preset longitudinal control force calculated by relevant personnel; however, this embodiment does not specifically limit this.

[0073] When the vehicle is in the second braking state, the first preset longitudinal control force is used as the starting point, and the force can fluctuate within a range lower than the first preset range. This disclosure does not specifically limit the specific force.

[0074] In one possible manner, the second preset longitudinal control force is less than the minimum value of the longitudinal control force under the second braking state.

[0075] It should be understood that when controlling the vehicle in the first braking state and the second braking state, the first braking state is a process of the vehicle's front end sinking and rear end rising to rapidly increase the pitch angle, while the second braking state is a process of the vehicle rapidly decreasing from the increased pitch angle. Therefore, the maximum value of the longitudinal control force corresponding to the first braking state can be controlled to be less than the minimum value of the longitudinal control force corresponding to the second braking state, in order to suppress the pitch motion generated by the vehicle during braking. The second preset longitudinal control force can be the maximum value of the longitudinal control force corresponding to the first braking state.

[0076] In possible ways, each of the electromagnetic actuators is controlled to output a different longitudinal control force, at least according to the braking state of the vehicle, including: When the vehicle is in a first braking state or a second braking state, based on the first state information in the state information, each electromagnetic actuator is controlled to output a different pitch control force, and / or... Based on the second state information in the state information, each of the electromagnetic actuators is controlled to output a different stiffness control force.

[0077] It should be understood that when a vehicle is braking, the pitch motion produced by the vehicle varies under different braking states. Therefore, the methods for controlling the vehicle to prevent pitch motion also differ under different braking states. In this embodiment, when the vehicle is in a first braking state or a second braking state, the electromagnetic actuator can be controlled to output different longitudinal control forces based on the first state information and / or the second state information in the state information. The first state information and the second state information can be partially different.

[0078] When the electromagnetic actuators are controlled to output different longitudinal control forces based on the first state information, each electromagnetic actuator can be controlled to output different pitch control forces according to the first state information to suppress vehicle pitch motion. The pitch control forces can be used to adjust the main dynamic parameters of the vehicle's suspension system. Different pitch control forces can be pitch control forces with different directions and magnitudes, or pitch control forces with different directions; this embodiment does not specifically limit this. When the electromagnetic actuators are controlled to output different longitudinal control forces based on the second state information, each electromagnetic actuator can be controlled to output different stiffness control forces according to the second state information to suppress vehicle pitch motion. The stiffness control forces can be used to adjust the stiffness parameters in the vehicle's suspension system. Different stiffness control forces can be stiffness control forces with different directions and magnitudes, or stiffness control forces with different directions; this embodiment does not specifically limit this.

[0079] In one possible manner, the first state information includes the longitudinal acceleration and pitch rate of the vehicle, and the second state information includes the longitudinal acceleration, the pitch rate, and displacement information of each of the electromagnetic actuators.

[0080] It should be understood that the first state information may include the vehicle's longitudinal acceleration and pitch rate, and the second state information may include the vehicle's longitudinal acceleration, pitch rate, and displacement information of the electromagnetic actuator. The longitudinal acceleration can be the acceleration along the vehicle's longitudinal axis, and the pitch rate can be the vehicle's rotational speed about its lateral axis. The displacement information can be the distance and position information of the electromagnetic actuator relative to the vehicle during braking.

[0081] In one possible manner, the first state information includes the vehicle's longitudinal acceleration and pitch angular velocity. Based on the first state information, each of the electromagnetic actuators is controlled to output a different pitch control force, including: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front and rear wheels of the vehicle are controlled to output different pitch control forces.

[0082] It should be understood that when the first state information includes the vehicle's longitudinal acceleration and pitch angular velocity, when controlling each electromagnetic actuator to output pitch control force based on the first state information, different pitch control forces can be output by the electromagnetic actuators corresponding to the front and rear wheels of the vehicle, based on the longitudinal acceleration, pitch angular velocity, and spring stiffness coefficient. The spring stiffness coefficient can be the spring stiffness coefficient of the corresponding spring in the vehicle's suspension system, and the spring stiffness coefficients of the springs for the front and rear wheels can be the same or different. The different pitch control forces output by the electromagnetic actuators corresponding to the front and rear wheels can be pitch control forces with different directions, or pitch control forces with different directions and magnitudes.

[0083] In one possible manner, based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front and rear wheels of the vehicle are controlled to output different pitch control forces, including: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front wheels of the vehicle are controlled to output an upward pitch control force, and the electromagnetic actuators corresponding to the rear wheels of the vehicle are controlled to output a downward pitch control force.

[0084] It should be understood that when a vehicle brakes, the entire vehicle undergoes a process of front-end depression and rear-end elevation. This generates an upward control force along the longitudinal axis at the front and a downward control force along the longitudinal axis at the rear, as well as the pitch motion generated during braking. In this embodiment, by controlling the pitch control force output of each electromagnetic actuator based on longitudinal acceleration, pitch angular velocity, and spring stiffness coefficient, the electromagnetic actuator corresponding to the front wheels can be controlled to output an upward pitch control force along the longitudinal axis, and the electromagnetic actuator corresponding to the rear wheels can be controlled to output a downward pitch control force along the longitudinal axis. This allows the vehicle to suppress front-end depression and rear-end elevation during the first or second braking state, thus counteracting the nose-diving effect caused by braking.

[0085] In one possible manner, the second state information includes the vehicle's longitudinal acceleration, pitch angular velocity, and displacement information of each of the electromagnetic actuators. Based on the second state information in the state information, each of the electromagnetic actuators is controlled to output a different stiffness control force, including: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front and rear wheels of the vehicle are controlled to output different first stiffness control forces, and based on the displacement information, the electromagnetic actuators corresponding to each vehicle are controlled to output different second stiffness control forces.

[0086] It should be understood that the stiffness control force may include a first stiffness control force and a second stiffness control force. The first stiffness control force may be a feedforward stiffness control force, and the second stiffness control force may be a displacement feedback stiffness control force of the suspension system. Therefore, the first stiffness control force output by each electromagnetic actuator can be controlled based on the longitudinal acceleration, pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system; the second stiffness control force output by each electromagnetic actuator can be controlled based on displacement information. This disclosure does not specifically limit the specific application of this method.

[0087] When controlling each electromagnetic actuator to output a second stiffness control force based on displacement information, the magnitude of the second stiffness control force output by each electromagnetic actuator can be different. This disclosure does not specifically limit this aspect.

[0088] In one possible manner, based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front and rear wheels of the vehicle are controlled to output different first stiffness control forces, including: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuator corresponding to the front wheel of the vehicle is controlled to output an upward first stiffness control force, and the electromagnetic actuator corresponding to the rear wheel of the vehicle is controlled to output a downward first stiffness control force.

[0089] It should be understood that in the spring stiffness coefficients corresponding to the suspension system, the stiffness coefficients of the front wheel springs and the rear wheel springs can be the same or different. Therefore, when controlling the electromagnetic actuators corresponding to the front and rear wheels to output different first stiffness control forces based on longitudinal acceleration, pitch velocity, and spring stiffness coefficients, the electromagnetic actuators corresponding to the front wheels can be controlled to output an upward first stiffness control force along the longitudinal axis, and the electromagnetic actuators corresponding to the rear wheels can be controlled to output a downward first stiffness control force along the longitudinal axis. The magnitudes of the first stiffness control forces output by the electromagnetic actuators corresponding to the front and rear wheels can be the same or different.

[0090] When the vehicle is in the first and second braking states during braking, the longitudinal control force output by the electromagnetic actuators corresponding to the front wheels is in a different direction than that output by the electromagnetic actuators corresponding to the rear wheels. This can reduce the situation where the front of the vehicle sinks and the rear lifts during braking, thereby improving the stability and comfort of the vehicle during braking, and also improving the stability and comfort of vehicle control.

[0091] In possible ways, each of the electromagnetic actuators is controlled to output a different longitudinal control force, at least according to the braking state of the vehicle, including: When the vehicle is in the third braking state, each of the electromagnetic actuators is controlled to be in a short-circuit state, so that the electromagnetic actuators output different longitudinal control forces by generating simulated damping forces in the short-circuit state.

[0092] It should be understood that when the vehicle is in the third braking state, the vehicle undergoes a pitching vibration process. Therefore, the pitching motion of the vehicle can be controlled by simulating the damping force and outputting different longitudinal control forces through an electromagnetic actuator. This damping force is also a damping force in the longitudinal direction.

[0093] In this embodiment of the disclosure, each electromagnetic actuator can be switched to a short-circuit state. When the electromagnetic actuator is in the short-circuit state, the damping force and friction generated by the electromagnetic actuator body can be used to quickly attenuate the vibration of the electromagnetic actuator, thereby suppressing the pitch motion of the vehicle.

[0094] In one possible manner, the longitudinal control force in the third braking state exhibits a vibration trend of first decreasing, then increasing, and then decreasing again.

[0095] It should be understood that, such as Figure 5 As shown, when the vehicle enters the third braking state, the vehicle is in a pitching vibration phase. The longitudinal control force can first decrease to 0, then increase to a second preset longitudinal control force, and then decrease again to approach 0. In each stage of the longitudinal control force's change from decreasing to increasing to decreasing again, the longitudinal control force can be varied by a vibration trend. This vibration trend can be a fluctuation of the longitudinal control force within a preset range. This embodiment does not specifically limit the extent of this variation.

[0096] For example, in Figure 5 In this embodiment, when the vehicle enters the third braking phase, the longitudinal control force corresponding to the front wheels decreases from its maximum value to 0 in approximately 1.4 seconds. Then, between 1.4 and 1.5 seconds, it increases back to a first threshold, decreases to a second threshold, and then increases again to a fourth threshold. After 1.5 seconds, it gradually decreases from the fourth threshold to near 0. The absolute value of the first threshold is greater than the absolute value of the second threshold, and the absolute value of the fourth threshold is greater than the absolute value of the first threshold. The rate of change of the longitudinal control force corresponding to the front wheels from its maximum value to 0 in approximately 1.4 seconds is greater than the rate of change of the longitudinal control force from its maximum value to 0 in approximately 1.4 seconds. This embodiment does not specifically limit the rate of change in this aspect.

[0097] When the vehicle enters the third braking phase, such as Figure 5 As shown, in the longitudinal control force corresponding to the rear wheels of the vehicle, the maximum value decreases to 0 at approximately 1.4s after entering the third braking state. Between 1.4s and 1.5s, the force increases in the opposite direction to the fifth threshold, then decreases to the sixth threshold, and then increases again to the seventh threshold. The seventh threshold is greater than both the sixth and fifth thresholds, and the fifth threshold is greater than the sixth threshold. This embodiment does not specifically limit the extent of this limitation. After 1.5s, the force gradually decreases from the seventh threshold to the eighth threshold, then increases from the eighth threshold to the ninth threshold, and then decreases again from the ninth threshold to near 0. The seventh threshold is greater than the ninth threshold, and the ninth threshold is greater than the eighth threshold.

[0098] In one possible manner, before the vehicle enters the third braking state, the direction of the longitudinal control force is a first direction, and when the longitudinal control force shows a trend of increasing and then decreasing, the direction of the longitudinal control force changes to a second direction opposite to the first direction.

[0099] It should be understood that when the vehicle enters the third braking state, due to the vibration phase of the vehicle's pitch motion, the corresponding longitudinal control force will change in the opposite direction to suppress the pitch motion generated during braking. When the vehicle's longitudinal control force is in the first decreasing phase, its direction is assumed to be the first direction. Then, when the vehicle enters the second decreasing phase, the longitudinal control force is in the second direction, where the first and second directions are opposite. By changing the longitudinal control force, the vibration phase of the vehicle's pitch motion during braking can be suppressed, thereby improving the vehicle's stability and comfort during braking.

[0100] In some possible ways, the method further includes: When the vehicle's braking state switches from the third braking state to the fourth braking state, control of each electromagnetic actuator to output longitudinal control force is stopped.

[0101] It should be understood that during the braking process, when the vehicle switches from the third braking state to the fourth braking state, the vehicle no longer pitches, and thus the longitudinal control force output by each electromagnetic actuator can be stopped.

[0102] By controlling each electromagnetic actuator to output longitudinal control force or stopping the output of longitudinal control force according to the different braking states of the vehicle during braking, the pitch motion generated by the vehicle during braking can be reduced, thereby improving the stability and comfort of the vehicle during braking operation, and at the same time improving the accuracy and efficiency of vehicle control.

[0103] In one possible manner, the stopping control of each of the electromagnetic actuators outputting longitudinal control force includes: The simulated damping force generated by the electromagnetic actuator is controlled to change to 0. After the simulated damping force generated by the electromagnetic actuator changes to 0, control of the longitudinal control force output by each electromagnetic actuator is stopped.

[0104] It should be understood that, such as Figure 5 As shown, when stopping the longitudinal control force output by each electromagnetic actuator, the simulated damping force generated by the electromagnetic actuator can be controlled to change to 0 after the vehicle's braking state switches to the fourth braking state, and then the longitudinal control force output by each electromagnetic actuator can be stopped. For example, in Figure 5 In this embodiment, when the vehicle's braking state switches to the fourth braking state, the simulated damping force of the front wheels will initially increase slightly and then decrease to near zero, stopping the electromagnetic actuators corresponding to the front wheels from outputting longitudinal control force. The simulated damping force of the rear wheels may also initially increase slightly and then decrease to near zero, stopping the electromagnetic actuators corresponding to the front wheels from outputting longitudinal control force. This embodiment does not specifically limit the application of this method.

[0105] In some possible ways, the state information includes the vehicle's brake pedal state, vehicle speed, and longitudinal acceleration. Determining the vehicle's braking state based on the state information includes: When the brake pedal state indicates that the brake pedal is depressed, if the vehicle speed is greater than a first preset vehicle speed and the derivative of the longitudinal acceleration is less than the first preset derivative, the braking state of the vehicle is determined to be the first braking state.

[0106] It should be understood that the brake pedal is used to convert the driver's foot movement into braking force. The brake pedal state can represent the state where the brake pedal is depressed and the state where the brake pedal is not depressed. When determining the vehicle's braking state based on state information, it can be determined while the brake pedal is continuously depressed. When the brake pedal state represents the brake pedal being depressed, the braking state of the vehicle during braking can be determined based on the vehicle speed and longitudinal acceleration. Specifically, when the vehicle speed is greater than a first preset vehicle speed and the longitudinal acceleration is less than a first preset derivative, the vehicle's braking state can be determined as the first braking state. The first preset vehicle speed can be 2 km / h, and the first preset derivative can be -1.3; however, this embodiment does not specifically limit these values.

[0107] In one possible manner, after determining that the vehicle's braking state is a first braking state, the vehicle control method further includes: When the vehicle speed is greater than the first preset vehicle speed and the duration for which the derivative of the longitudinal acceleration is greater than the second preset derivative reaches the first preset duration, the braking state of the vehicle is switched to the second braking state. When the duration for which the derivative of the longitudinal acceleration is greater than the second preset derivative does not reach the first preset duration, and the change in the derivative of the longitudinal acceleration is less than the second preset derivative, the braking state of the vehicle is maintained as the first braking state.

[0108] It should be understood that after determining that the vehicle is in the first braking state, it is possible to further determine whether the vehicle has reached the second braking state. Therefore, when the duration for which the vehicle speed is greater than a first preset speed and the derivative of the longitudinal acceleration is greater than a second preset derivative reaches a first preset duration, the vehicle's braking state can be switched from the first braking state to the second braking state. The first preset duration can be 0.1 seconds; this embodiment does not specifically limit its duration.

[0109] When the vehicle is switching braking states, if the duration for which the derivative of the longitudinal acceleration is greater than the second preset derivative does not reach the first preset duration, and within the first preset duration, the change in the derivative of the longitudinal acceleration is less than the second preset derivative, the vehicle's braking state cannot reach the second braking state, and the vehicle's braking state can continue to be maintained in the first braking state. Here, the second preset derivative is greater than the first preset derivative.

[0110] In one possible manner, after switching the vehicle's braking state to a second braking state, the vehicle control method further includes: When the vehicle speed is less than the first preset vehicle speed, the braking state of the vehicle is switched to the third braking state; When the vehicle speed is greater than the first preset vehicle speed, and the duration for which the derivative of the longitudinal acceleration is less than the first preset derivative reaches a second preset duration, the braking state of the vehicle is switched to the first braking state. When the vehicle speed is greater than the second preset vehicle speed, and the duration for which the derivative of the longitudinal acceleration is less than the first preset derivative does not reach the second preset duration, and the derivative of the longitudinal acceleration is greater than or equal to the third preset derivative, the braking state of the vehicle is maintained as the second braking state.

[0111] It should be understood that after the vehicle switches to the second braking state, it can be determined whether the vehicle enters the third braking state based on the vehicle speed. When the vehicle speed is less than the first preset speed, the vehicle's braking state can be switched from the second braking state to the third braking state. When the vehicle speed is greater than the first preset speed, the vehicle's braking state can be switched from the second braking state to the first braking state when the duration for which the derivative of the longitudinal acceleration is less than the first preset derivative reaches the second preset duration. However, when the duration for which the derivative of the longitudinal acceleration is less than the first preset derivative does not reach the second preset duration, and the derivative of the longitudinal acceleration is greater than or equal to the third preset derivative, the vehicle's braking state remains in the second braking state. The third preset derivative is greater than the first preset derivative and less than the second preset derivative. For example, the third preset derivative can be -1. This embodiment of the present disclosure does not specifically limit this.

[0112] In one possible manner, after switching the vehicle's braking state to a third braking state, the vehicle control method further includes: When the vehicle speed is less than the second preset speed for a period of time that reaches a third preset time, the braking state of the vehicle is switched to a fourth braking state, wherein the second preset speed is less than the first preset speed. When the duration during which the vehicle speed is less than the second preset speed does not reach the third preset duration, and the derivative of the longitudinal acceleration is less than the fourth preset derivative, the braking state of the vehicle is maintained as the third braking state.

[0113] It should be understood that after switching the vehicle to the third braking state, the vehicle speed and longitudinal acceleration can be used to determine whether the vehicle has reached the fourth braking state. When the vehicle speed is less than the second preset speed for a period of time that reaches the third preset time, the vehicle braking state can be switched to the fourth braking state. The third preset time can be 1 second, and this embodiment does not specifically limit it.

[0114] However, when the vehicle speed is less than the second preset speed for a period of time that does not reach the third preset time and the derivative of the longitudinal acceleration is less than the fourth preset derivative, the vehicle's braking state can be maintained in the third braking state. This disclosure does not specifically limit this aspect.

[0115] Furthermore, during the entire braking operation of the vehicle, if the brake pedal state changes from a state indicating that the brake pedal is depressed to a state indicating that the brake pedal is not depressed, the vehicle's braking state can be switched to a state where no braking operation is performed.

[0116] Specifically, refer to Figure 6 ,like Figure 6 As shown, Figure 6In the diagram, brakestage0 can represent the state where no braking operation has been performed; brakestage1 can represent the first braking state, and can represent... Figure 5 Brakestage 1; brakestage 2 can represent the second braking state, and can represent... Figure 5 Brakestage 2; brakestage 3 can represent the third braking state, and can represent Figure 5 Brakestage 3; brakestage 4 can represent the fourth braking state, and can represent Figure 5 The braking phase four. The first preset vehicle speed can be 2 km / h, the second preset vehicle speed can be 0.5 km / h, the first preset derivative can be -1.3, the second preset derivative can be -0.8, and the third preset derivative can be -1.

[0117] When the brake pedal state indicates that the brake pedal is continuously depressed, and the vehicle speed is less than 2 km / h and the longitudinal acceleration is less than -1.3, the vehicle's braking state is brakestage1. After the vehicle is in brakestage1, when the brake pedal state indicates that the brake pedal is not continuously depressed, or when the longitudinal acceleration is greater than -1, the vehicle's braking state changes to brakestage0. When the derivative of the longitudinal acceleration is greater than -0.8, the vehicle enters the transition state of brakestage1, and after 0.5 seconds, the vehicle's braking state switches from brakestage1 to brakestage2. After entering the transition state of brakestage1, when the derivative of the longitudinal acceleration becomes less than -0.8, the vehicle maintains brakestage1.

[0118] After the vehicle is in brakestage2, when the vehicle speed is less than 2 km / h, the vehicle's braking state switches to brakestage3; when the vehicle speed is greater than 2 km / h and the derivative of longitudinal acceleration is less than -1.3, the vehicle enters the transition state of brakestage2, and then continues to maintain brakestage2 when the derivative of longitudinal acceleration is greater than or equal to -1; when the vehicle is in the transition state of brakestage2 and the duration of the derivative of longitudinal acceleration being less than -1.3 reaches 0.5s, the vehicle's braking state switches from brakestage1 to brakestage2; when the vehicle is in the transition state of brakestage2 and the brake pedal state changes to a state where the brake pedal is not continuously depressed within 0.5s, the vehicle's braking state changes to brakestage0.

[0119] After the vehicle is in brakestage 3, when the vehicle speed is greater than 5 km / h, the vehicle's braking state changes to brakestage 0; when the vehicle speed is less than 0.5 km / h, the vehicle enters the transition state of brakestage 3, and when the duration reaches 1 second, the vehicle's braking state switches to brakestage 4; after the vehicle enters the transition state of brakestage 3, when the vehicle speed is less than 0.5 km / h and the derivative of the longitudinal acceleration is greater than -0.7, the vehicle's braking state continues to be maintained in brakestage 3.

[0120] In possible ways, such as Figure 4 As shown, the vehicle's suspension system includes electromagnetic actuators 101, each positioned corresponding to a wheel 103, a control driver 102 for the electromagnetic actuators 101, a central controller 105, and sensors 104. The control driver 102 for the electromagnetic actuators 101 can be a multi-functional MCU controller. The driver can select to activate the suspension control mode. The central controller 105 calculates the pitch control force and stiffness control force of each electromagnetic actuator in the suspension system based on the vehicle's driving conditions and the signal data collected by the sensors 104, and then sends control signals to the control driver 102 to control the real-time response of the electromagnetic actuators.

[0121] The electromagnetic actuator 101 is a suspension electromagnetic actuator structure independent of the drive motor. This suspension electromagnetic actuator structure includes, but is not limited to, linear motor suspensions, rack and pinion motor suspensions, ball screw motor suspensions, hydraulic motor suspensions, air spring motor suspensions, and other vibration energy recovery suspension structures. The control driver 102 of the electromagnetic actuator 101 can be used to independently control the longitudinal control force output by the suspension coefficient, and it features high-frequency response, low latency, and high efficiency. The central controller 105 can be a vehicle suspension motion controller, a high-performance processor with low latency, high-frequency response, and high precision. The sensor 104 can be used to detect vehicle speed, longitudinal acceleration, pitch rate, brake pedal status, and displacement information of the electromagnetic actuator. The control driver 102 of the electromagnetic actuator integrates the control board of the traditional power domain and chassis domain control. It adopts PWM (Pulse Width Modulation) or improved PWM algorithm vector control, which has the characteristics of low latency, high frequency response and high precision. It can send commands to control the electromagnetic actuator 101 in the suspension system.

[0122] Reference Figure 7 , Figure 7 This is a schematic diagram illustrating a braking pitch control function module according to an exemplary embodiment of the present disclosure, as shown below. Figure 7 As shown, Figure 7In this system, the VSE estimation signal can be information collected by sensors regarding the vehicle's road surface, vehicle speed, longitudinal acceleration, pitch angular velocity, etc., while the vehicle status signal can be used to determine the vehicle's braking state. The brake pitch control function module includes a brake pitch feedback control module and a brake pitch stiffness control module, with the output of the brake pitch feedback control module connected to the input of the brake pitch stiffness control module. In the brake feedback control module, the vehicle's braking state is determined primarily by the brake pedal state, vehicle speed, and longitudinal acceleration. Based on this braking state, the pitch control force is calculated according to the longitudinal acceleration and pitch angular velocity, controlling each electromagnetic actuator to output the corresponding pitch control force. In the braking stiffness control module, the vehicle's braking state can be received from the braking feedback control module. Based on this braking state, the feedforward stiffness control force of the electromagnetic actuator is calculated according to the longitudinal acceleration and pitch angular velocity. The displacement feedback stiffness control force of the vehicle's suspension system is calculated according to the displacement information. Then, the feedforward stiffness control force and the displacement feedback stiffness control force are added together to obtain the stiffness control force, and each electromagnetic actuator is controlled to output the corresponding stiffness control force.

[0123] When the vehicle is in different braking states during braking, the specific control measures implemented by the brake pitch feedback control module and the brake pitch stiffness control module are as follows.

[0124] When the vehicle is in the first braking state, which is the stage when the vehicle begins to brake, the braking pitch feedback control module can calculate a pitch control force that is upward in the front axis and downward in the rear axis based on the longitudinal acceleration and pitch angular velocity collected by the sensor, and / or the braking pitch stiffness control module can calculate a stiffness control force that is upward in the front axis and downward in the rear axis based on the longitudinal acceleration, pitch angular velocity and displacement information of the electromagnetic actuator collected by the sensor, thereby counteracting the vehicle body nodding effect caused by braking.

[0125] When the vehicle is in the second braking state, which is the middle stage of the vehicle's braking process, the vehicle enters the rebound stage from the maximum pitch angle reached in the first braking state. At this time, a pitch control force that is upward in the front axis and downward in the rear axis can be calculated in the braking pitch feedback control module based on the longitudinal acceleration and pitch angular velocity collected by the sensor, and / or a stiffness control force that is upward in the front axis and downward in the rear axis can be calculated in the braking pitch stiffness control module based on the longitudinal acceleration, pitch angular velocity and displacement information of the electromagnetic actuator collected by the sensor, thereby counteracting the vehicle body nodding effect caused by braking.

[0126] When the vehicle is in the third braking state, which is the final stage of braking, the vehicle body enters the pitch vibration stage, i.e., the third rebound stage. At this time, the electromagnetic actuators corresponding to each wheel can be switched to a short-circuit state. These electromagnetic actuators can simulate a damping force, thereby absorbing the final vibration and achieving rapid convergence, thus stabilizing the vehicle body quickly. This can be achieved by relying on the damping force and friction of the electromagnetic actuator itself to rapidly attenuate the vibration of the electromagnetic actuator, thereby achieving a rapid convergence effect for vehicle body pitch vibration.

[0127] When the vehicle is in the fourth braking state, it is in the final stage of braking. At this point, the vehicle comes to a complete stop and pitch control is disengaged.

[0128] Through the above technical solution, during vehicle braking, based on the displacement information of the electromagnetic actuators in the suspension system, vehicle speed, longitudinal acceleration, pitch angular velocity, and brake pedal status, each electromagnetic actuator outputs a corresponding longitudinal control force. This avoids the nose-diving effect (front down, rear up) during braking, ensuring high stability and comfort. For example, during emergency braking, before the vehicle comes to a complete stop, the electromagnetic actuators can quickly adjust the active force of the suspension system to counteract vehicle vibration and pitch. Once the vehicle has just stopped, the electromagnetic actuators use a short-circuit method to simulate a passive damper, quickly reducing the swaying caused by residual vibrations. Furthermore, the suspension system's stiffness, damping, and active force parameters can be adjusted in real time to directly control the vehicle's pitch motion. The longitudinal control force output by the suspension system in the longitudinal axis direction controls the vehicle's pitch motion, improving control efficiency, precision, and accuracy, thus ensuring vehicle stability and comfort during braking. Furthermore, the method disclosed in this embodiment can be combined with the differential braking control method to control the pitch motion generated by the vehicle during braking, thereby improving the stability and safety of the vehicle during braking.

[0129] Based on the same concept, this embodiment also provides a vehicle control device, referring to... Figure 8 , Figure 8 This is a schematic diagram illustrating a vehicle control device 800 according to an exemplary embodiment of the present disclosure, as shown below. Figure 8 As shown, the vehicle control device 800 includes an information acquisition module 801 and a first control module 802; The information acquisition module 801 is used to acquire the vehicle's status information when the vehicle is in a braking state. The first control module 802 is used to control the vehicle's suspension system to output longitudinal control force according to the status information, so as to adjust the vehicle's posture.

[0130] Optionally, the suspension system includes an electromagnetic actuator corresponding to each wheel, and the first control module is used to: Based on the state information, each of the electromagnetic actuators is controlled to output longitudinal control force to suppress the pitch motion of the vehicle during braking.

[0131] Optionally, the first control module 802 includes: The first determining module is used to determine the braking state of the vehicle based on the state information. The second control module is used to control each of the electromagnetic actuators to output different longitudinal control forces, at least according to the braking state of the vehicle.

[0132] Optionally, when the vehicle enters the braking state, the direction of the longitudinal control force is a first direction; The longitudinal control force changes in a first direction, first increasing and then decreasing to 0, and then in a second direction opposite to the first direction, first increasing and then decreasing to 0.

[0133] Optionally, the second control module is used for: When the vehicle is in a first braking state or a second braking state, each electromagnetic actuator is controlled to output a different longitudinal control force according to the state information.

[0134] Optionally, in the first braking state, the longitudinal control force tends to increase within a preset time period, and in the second braking state, the longitudinal control force fluctuates within a first preset range.

[0135] Optionally, the minimum rate of change of the longitudinal control force in the first braking state is greater than the maximum rate of change of the longitudinal control force in the second braking state.

[0136] Optionally, in the first braking state, the longitudinal control force exhibits a stable change tending towards 0 during the first time period, and increases to a first preset longitudinal control force during the second time period, wherein the second time period is located after the first time period; In the second braking state, the longitudinal control force fluctuates within the first preset range starting from the first preset longitudinal control force during the third time period, wherein the third time period is after the second time period.

[0137] Optionally, the second preset longitudinal control force is less than the minimum value of the longitudinal control force under the second braking state.

[0138] Optionally, the second control module is used for: When the vehicle is in a first braking state or a second braking state, based on the first state information in the state information, each of the electromagnetic actuators is controlled to output a pitch control force, and / or... Based on the second state information in the state information, each of the electromagnetic actuators is controlled to output stiffness control force.

[0139] Optionally, the first state information includes the longitudinal acceleration and pitch rate of the vehicle, and the second state information includes the longitudinal acceleration, the pitch rate, and the displacement information of each of the electromagnetic actuators.

[0140] Optionally, the first state information includes the vehicle's longitudinal acceleration and pitch rate, and the second control module is used for: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front and rear wheels of the vehicle are controlled to output different pitch control forces.

[0141] Optionally, the second control module is used for: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front wheels of the vehicle are controlled to output an upward pitch control force, and the electromagnetic actuators corresponding to the rear wheels of the vehicle are controlled to output a downward pitch control force.

[0142] Optionally, the second state information includes the vehicle's longitudinal acceleration, pitch angular velocity, and displacement information of each of the electromagnetic actuators, and the second control module is used for: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front and rear wheels of the vehicle are controlled to output different first stiffness control forces respectively; based on the longitudinal acceleration, the pitch angular velocity, and the displacement information, the electromagnetic actuators corresponding to each vehicle are controlled to output a second stiffness control force.

[0143] Optionally, the second control module is used for: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuator corresponding to the front wheel of the vehicle is controlled to output an upward first stiffness control force, and the electromagnetic actuator corresponding to the rear wheel of the vehicle is controlled to output a downward first stiffness control force.

[0144] Optionally, the second control module is used for: When the vehicle is in the third braking state, each of the electromagnetic actuators is controlled to be in a short-circuit state, so that the electromagnetic actuators output different longitudinal control forces by generating simulated damping forces in the short-circuit state.

[0145] Optionally, in the third braking state, the longitudinal control force exhibits a vibration trend of first decreasing, then increasing, and then decreasing again.

[0146] Optionally, before the vehicle enters the third braking state, the direction of the longitudinal control force is a first direction, and when the longitudinal control force shows a trend of increasing and then decreasing, the direction of the longitudinal control force changes to a second direction opposite to the first direction.

[0147] Optionally, the vehicle control device further includes: The third control module is used to stop controlling each of the electromagnetic actuators to output longitudinal control force when the braking state of the vehicle switches from the third braking state to the fourth braking state.

[0148] Optionally, the stop control of each of the electromagnetic actuators outputting longitudinal control force includes: The simulated damping force generated by the electromagnetic actuator is controlled to change to 0. After the simulated damping force generated by the electromagnetic actuator changes to 0, control of the longitudinal control force output by each electromagnetic actuator is stopped.

[0149] Optionally, the status information includes the vehicle's brake pedal status, vehicle speed, and longitudinal acceleration, and the first determining module is used to: When the brake pedal state indicates that the brake pedal is depressed, if the vehicle speed is greater than a first preset vehicle speed and the derivative of the longitudinal acceleration is less than the first preset derivative, the braking state of the vehicle is determined to be the first braking state.

[0150] Optionally, after determining that the vehicle's braking state is a first braking state, the first determining module is further configured to: When the vehicle speed is greater than the first preset vehicle speed and the duration for which the derivative of the longitudinal acceleration is greater than the second preset derivative reaches the first preset duration, the braking state of the vehicle is switched to the second braking state. When the duration for which the derivative of the longitudinal acceleration is greater than the second preset derivative does not reach the first preset duration, and the change in the derivative of the longitudinal acceleration is less than the second preset derivative, the braking state of the vehicle is maintained as the first braking state.

[0151] Optionally, after switching the vehicle's braking state to the second braking state, the first determining module is used to: When the vehicle speed is less than the first preset vehicle speed, the braking state of the vehicle is switched to the third braking state; When the vehicle speed is greater than the first preset vehicle speed, and the duration for which the derivative of the longitudinal acceleration is less than the first preset derivative reaches a second preset duration, the braking state of the vehicle is switched to the first braking state. When the vehicle speed is greater than the second preset vehicle speed, and the duration for which the derivative of the longitudinal acceleration is less than the first preset derivative does not reach the second preset duration, and the change in the derivative of the longitudinal acceleration is greater than or equal to the third preset derivative, the braking state of the vehicle is maintained as the second braking state.

[0152] Optionally, after switching the vehicle's braking state to the third braking state, the first determining module is used to: When the vehicle speed is less than the second preset speed for a period of time that reaches a third preset time, the braking state of the vehicle is switched to a fourth braking state, wherein the second preset speed is less than the first preset speed. When the duration during which the vehicle speed is less than the second preset speed does not reach the third preset duration, and the derivative of the longitudinal acceleration is less than the fourth preset derivative, the braking state of the vehicle is maintained as the third braking state.

[0153] Based on the same concept, this embodiment also discloses a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the vehicle control method disclosed in this embodiment.

[0154] Based on the same concept, this embodiment also discloses a controller, including: A memory on which computer programs are stored; A processor is configured to execute the computer program in the memory to implement the steps of the vehicle control method disclosed in this embodiment.

[0155] Based on the same concept, this embodiment also discloses a vehicle, including a suspension system and a controller disclosed in this embodiment.

[0156] Optionally, the suspension system includes an electromagnetic actuator corresponding to each wheel of the vehicle.

[0157] Figure 9 This is a block diagram illustrating a vehicle 900 according to an exemplary embodiment. For example, vehicle 900 can be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicle. Vehicle 900 can be an autonomous vehicle or a semi-autonomous vehicle.

[0158] Reference Figure 9The vehicle 900 may include various subsystems, such as an infotainment system 910, a perception system 920, a decision control system 930, a drive system 940, and a computing platform 950. The vehicle 900 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of the vehicle 900 can be interconnected via wired or wireless means.

[0159] In some embodiments, the infotainment system 910 may include a communication system, an entertainment system, and a navigation system, etc.

[0160] The perception system 920 may include several sensors for sensing information about the environment surrounding the vehicle 900. For example, the perception system 920 may include a global positioning system (which may be GPS, BeiDou, or other positioning systems), an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0161] The decision control system 930 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0162] The drive system 940 may include components that provide powered motion to the vehicle 900. In one embodiment, the drive system 940 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of internal combustion engines, electric motors, and compressed air engines. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0163] Some or all of the functions of the vehicle 900 are controlled by a computing platform 950. The computing platform 950 may include at least one processor 951 and a memory 952, the processor 951 being able to execute instructions 953 stored in the memory 952.

[0164] The processor 951 can be any conventional processor, such as a commercially available CPU. The processor may also include, for example, a Graphics Processing Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0165] The memory 952 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0166] In addition to instruction 953, memory 952 can also store data, such as road maps, route information, vehicle position, direction, speed, and other data. The data stored in memory 952 can be used by computing platform 950.

[0167] In this embodiment of the disclosure, the processor 951 may execute instructions 953 to complete all or part of the steps of the vehicle control method described above.

[0168] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the vehicle control method described above. For example, the computer-readable storage medium may be the memory 952 including program instructions, which may be executed by the processor 951 of the vehicle 900 to complete the vehicle control method described above.

[0169] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the vehicle control method described above when executed by the programmable device.

[0170] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0171] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0172] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle control method, characterized in that, The vehicle control method includes: When the vehicle is in a braking state, the vehicle's status information is acquired; Based on the status information, the vehicle's suspension system is controlled to output longitudinal control force to adjust the vehicle's attitude.

2. The vehicle control method according to claim 1, characterized in that, The suspension system includes an electromagnetic actuator corresponding to each wheel. The step of controlling the vehicle's suspension system to output a longitudinal control force based on the state information to adjust the vehicle's attitude includes: Based on the state information, each of the electromagnetic actuators is controlled to output longitudinal control force to suppress the pitch motion of the vehicle during braking.

3. The vehicle control method according to claim 2, characterized in that, The step of controlling each of the electromagnetic actuators to output longitudinal control force based on the state information includes: Based on the status information, the braking state of the vehicle is determined; At least depending on the braking state of the vehicle, each of the electromagnetic actuators is controlled to output a different longitudinal control force.

4. The vehicle control method according to claim 3, characterized in that, When the vehicle enters a braking state, the direction of the longitudinal control force is a first direction; The longitudinal control force changes in a first direction, first increasing and then decreasing to 0, and then in a second direction opposite to the first direction, first increasing and then decreasing to 0.

5. The vehicle control method according to claim 3, characterized in that, The step of controlling each of the electromagnetic actuators to output different longitudinal control forces, at least according to the braking state of the vehicle, includes: When the vehicle is in a first braking state or a second braking state, each electromagnetic actuator is controlled to output a different longitudinal control force according to the state information.

6. The vehicle control method according to claim 5, characterized in that, In the first braking state, the longitudinal control force tends to increase within a preset time period; in the second braking state, the longitudinal control force fluctuates within a first preset range.

7. The vehicle control method according to claim 6, characterized in that, The maximum value of the rate of change of the longitudinal control force in the first braking state is greater than the maximum value of the rate of change of the longitudinal control force in the second braking state.

8. The vehicle control method according to claim 6, characterized in that, In the first braking state, the longitudinal control force exhibits a stable change tending towards 0 during the first time period, and increases to a first preset longitudinal control force during the second time period, wherein the second time period is located after the first time period; In the second braking state, the longitudinal control force fluctuates within the first preset range starting from the first preset longitudinal control force during the third time period, wherein the third time period is after the second time period.

9. The vehicle control method according to claim 8, characterized in that, The second preset longitudinal control force is less than the minimum value of the longitudinal control force under the second braking state.

10. The vehicle control method according to claim 3, characterized in that, The step of controlling each of the electromagnetic actuators to output different longitudinal control forces, at least according to the braking state of the vehicle, includes: When the vehicle is in a first braking state or a second braking state, based on the first state information in the state information, each electromagnetic actuator is controlled to output a different pitch control force, and / or... Based on the second state information in the state information, each of the electromagnetic actuators is controlled to output a different stiffness control force.

11. The vehicle control method according to claim 10, characterized in that, The first state information includes the longitudinal acceleration and pitch angular velocity of the vehicle, and the second state information includes the longitudinal acceleration, the pitch angular velocity, and the displacement information of each of the electromagnetic actuators.

12. The vehicle control method according to claim 10, characterized in that, The first state information includes the vehicle's longitudinal acceleration and pitch angular velocity. The step of controlling each electromagnetic actuator to output a different pitch control force based on the first state information includes: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front and rear wheels of the vehicle are controlled to output different pitch control forces.

13. The vehicle control method according to claim 12, characterized in that, Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators controlling the front and rear wheels of the vehicle output different pitch control forces, including: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front wheels of the vehicle are controlled to output an upward pitch control force, and the electromagnetic actuators corresponding to the rear wheels of the vehicle are controlled to output a downward pitch control force.

14. The vehicle control method according to claim 10, characterized in that, The second state information includes the vehicle's longitudinal acceleration, pitch angular velocity, and displacement information of each electromagnetic actuator. The step of controlling each electromagnetic actuator to output a different stiffness control force based on the second state information includes: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators corresponding to the front and rear wheels of the vehicle are controlled to output different first stiffness control forces, and based on the displacement information, the electromagnetic actuators corresponding to each vehicle are controlled to output different second stiffness control forces.

15. The vehicle control method according to claim 14, characterized in that, Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuators controlling the front and rear wheels of the vehicle output different first stiffness control forces, including: Based on the longitudinal acceleration, the pitch angular velocity, and the spring stiffness coefficient corresponding to the suspension system, the electromagnetic actuator corresponding to the front wheel of the vehicle is controlled to output an upward first stiffness control force, and the electromagnetic actuator corresponding to the rear wheel of the vehicle is controlled to output a downward first stiffness control force.

16. The vehicle control method according to any one of claims 3-15, characterized in that, The step of controlling each of the electromagnetic actuators to output different longitudinal control forces, at least according to the braking state of the vehicle, includes: When the vehicle is in the third braking state, each of the electromagnetic actuators is controlled to be in a short-circuit state, so that the electromagnetic actuators output different longitudinal control forces by generating simulated damping forces in the short-circuit state.

17. The vehicle control method according to claim 16, characterized in that, In the third braking state, the longitudinal control force exhibits a vibration trend of first decreasing, then increasing, and then decreasing again.

18. The vehicle control method according to claim 17, characterized in that, Before the vehicle enters the third braking state, the direction of the longitudinal control force is a first direction. When the longitudinal control force shows a trend of increasing and then decreasing, the direction of the longitudinal control force changes to a second direction opposite to the first direction.

19. The vehicle control method according to any one of claims 3-15, characterized in that, The method further includes: When the vehicle's braking state switches from the third braking state to the fourth braking state, control of each electromagnetic actuator to output longitudinal control force is stopped.

20. The vehicle control method according to claim 19, characterized in that, The stop control of each of the electromagnetic actuators outputs a longitudinal control force, including: The simulated damping force generated by the electromagnetic actuator is controlled to change to 0. After the simulated damping force generated by the electromagnetic actuator changes to 0, control of the longitudinal control force output by each electromagnetic actuator is stopped.

21. The vehicle control method according to any one of claims 3-15, characterized in that, The status information includes the vehicle's brake pedal status, vehicle speed, and longitudinal acceleration. Determining the vehicle's braking state based on the status information includes: When the brake pedal state indicates that the brake pedal is depressed, if the vehicle speed is greater than a first preset vehicle speed and the derivative of the longitudinal acceleration is less than the first preset derivative, the braking state of the vehicle is determined to be the first braking state.

22. The vehicle control method according to claim 21, characterized in that, After determining that the vehicle's braking state is the first braking state, the vehicle control method further includes: When the vehicle speed is greater than the first preset vehicle speed and the duration for which the derivative of the longitudinal acceleration is greater than the second preset derivative reaches the first preset duration, the braking state of the vehicle is switched to the second braking state. When the duration for which the derivative of the longitudinal acceleration is greater than the second preset derivative does not reach the first preset duration, and the change in the derivative of the longitudinal acceleration is less than the second preset derivative, the braking state of the vehicle is maintained as the first braking state.

23. The vehicle control method according to claim 22, characterized in that, After switching the vehicle's braking state to the second braking state, the vehicle control method further includes: When the vehicle speed is less than the first preset vehicle speed, the braking state of the vehicle is switched to the third braking state; When the vehicle speed is greater than the first preset vehicle speed, and the duration for which the derivative of the longitudinal acceleration is less than the first preset derivative reaches a second preset duration, the braking state of the vehicle is switched to the first braking state. When the vehicle speed is greater than the second preset vehicle speed, and the duration for which the derivative of the longitudinal acceleration is less than the first preset derivative does not reach the second preset duration, and the change in the derivative of the longitudinal acceleration is greater than or equal to the third preset derivative, the braking state of the vehicle is maintained as the second braking state.

24. The vehicle control method according to claim 23, characterized in that, After switching the vehicle's braking state to the third braking state, the vehicle control method further includes: When the vehicle speed is less than the second preset speed for a period of time that reaches a third preset time, the braking state of the vehicle is switched to a fourth braking state, wherein the second preset speed is less than the first preset speed. When the duration during which the vehicle speed is less than the second preset speed does not reach the third preset duration, and the derivative of the longitudinal acceleration is less than the fourth preset derivative, the braking state of the vehicle is maintained as the third braking state.

25. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method described in any one of claims 1-24.

26. A controller, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-24.

27. A vehicle, characterized in that, Includes a suspension system and a controller as described in claim 26.

28. The vehicle according to claim 27, characterized in that, The suspension system includes an electromagnetic actuator corresponding to each wheel of the vehicle.

29. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the steps of the method according to any one of claims 1-24.

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