Control method of vehicle and vehicle

Abstract

The application discloses a control method of a vehicle and the vehicle, and belongs to the technical field of active suspension. Through comprehensive judgment of road flatness and road excitation frequency, the working mode of the active suspension system can be intelligently determined, so that active damping is provided when needed, and the output of active force is avoided when negative effects can be caused. The comprehensive judgment mechanism based on road flatness and excitation frequency enables the active suspension system to work more intelligently and adaptively. Therefore, the technical scheme provided by the embodiments of the application can enable the active suspension system to output active force in a scene where the active force is really needed and can effectively play a role, and actively suppress in a scene where the active force can be counterproductive, so that the actual performance of the active suspension system and the ride comfort of the vehicle are improved, and the problem of reverse execution of the active force of the traditional scheme on a high-frequency road is avoided.

Description

Technical Field

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

[0002] Active suspension systems can adjust suspension stiffness and damping force in real time according to the vehicle's driving conditions, and even actively output forces, thereby effectively suppressing vehicle vibration and improving ride comfort and handling stability. Currently, active suspension systems are mainly divided into electro-hydraulic, electromechanical, and linear motor types, and have been widely used in the field of vehicle engineering.

[0003] However, due to limitations such as the physical inertia of the actuators and the pressure build-up time of the hydraulic circuits, active suspension systems generally have a response delay of tens or even hundreds of milliseconds. When a vehicle is traveling on a high-frequency excitation road surface, it needs to frequently switch the output direction of the active force. Due to the response delay, the actual output of the active force may be opposite to the expected direction of the active force, which will aggravate vehicle vibration and reduce the performance of the active suspension and the passenger ride experience.

[0004] Therefore, how to avoid the problem of reverse execution of active force under high-frequency road excitation caused by response delay has become a technical problem that urgently needs to be solved in the field of active suspension control technology. Summary of the Invention

[0005] This application provides a vehicle control method and a vehicle that can avoid the problem of reverse execution of active power under high-frequency road excitation caused by response delay. The technical solution is as follows: On the one hand, a vehicle control method is provided, the method comprising: When the target vehicle is in motion, acquire the vertical motion information of the wheels and the motion information of the vehicle. The target vehicle is equipped with an active suspension system. Based on the wheel vertical motion information and the vehicle motion information, a first judgment result and a second judgment result are determined. The first judgment result is used to indicate whether the road surface where the target vehicle is currently located is a flat road surface, and the second judgment result is used to indicate whether the frequency of the road surface excitation currently received by the target vehicle is within a preset frequency range. Based on the first judgment result and the second judgment result, an active force control command for the active suspension system is generated. The active force control command is used to instruct the active suspension system to output active force or suppress active force output. Based on the active force control command, the active suspension system is controlled to perform corresponding operations.

[0006] On one hand, a vehicle control device is provided, the device comprising: The acquisition module is used to acquire the vertical motion information of the wheels and the motion information of the target vehicle when the target vehicle is in motion, and the target vehicle is equipped with an active suspension system. The determination module is used to determine a first judgment result and a second judgment result based on the vertical motion information of the wheels and the motion information of the vehicle. The first judgment result is used to indicate whether the road surface where the target vehicle is currently located is a flat road surface, and the second judgment result is used to indicate whether the frequency of the road surface excitation currently received by the target vehicle is within a preset frequency range. The generation module is used to generate an active force control command for the active suspension system based on the first judgment result and the second judgment result. The active force control command is used to instruct the active suspension system to output active force or suppress active force output. The control module is used to control the active suspension system to perform corresponding operations based on the active force control command.

[0007] On one hand, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one piece of program code, the program code being loaded and executed by the one or more processors to implement a control method for the vehicle.

[0008] On one hand, a computer-readable storage medium is provided, wherein at least one piece of program code is stored in the computer-readable storage medium, the program code being loaded and executed by a processor to implement the vehicle control method. Attached Figure Description

[0009] Figure 1 This is a schematic diagram of the implementation environment of a vehicle control method provided in an embodiment of this application; Figure 2 This is a flowchart of a vehicle control method provided in an embodiment of this application; Figure 3 This is a flowchart of another vehicle control method provided in an embodiment of this application; Figure 4 This is a flowchart illustrating how to determine a first judgment result, provided in an embodiment of this application. Figure 5 This is a flowchart of determining a second judgment result provided in an embodiment of this application; Figure 6 This is a flowchart illustrating the determination of a power control command according to an embodiment of this application; Figure 7 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 8This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0010] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0011] In the following text, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features reflected. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0012] In practical applications of active suspension systems, response delays are unavoidable due to the physical inertia of the actuators and the pressure build-up time of the hydraulic circuits. When the target vehicle is traveling under high-frequency road excitation conditions, the road excitation causes changes in the vertical motion state of the wheels, requiring the active suspension system to frequently adjust the direction of the active force output to adapt to dynamic demands. Response delays cause deviations between the actual output direction of the active force and the desired direction, or even opposite directions, thereby exacerbating vehicle vibrations and affecting key performance indicators such as ride comfort and handling stability.

[0013] For example, when a target vehicle traverses a rough road surface composed of densely packed small bumps, the vertical motion information of the wheels exhibits periodic fluctuations, and the vehicle motion information synchronously reflects rapid changes in the vehicle's attitude. The active suspension system calculates the desired direction of the active force based on this information. However, due to response delays, the active suspension system continues to output upward active force during the wheel descent phase, leading to abnormal compression of the suspension travel and further increasing the amplitude of vehicle vibration. This phenomenon is particularly pronounced when the road excitation frequency is within the response-sensitive range, specifically manifesting as the active suspension system's inability to match the road excitation phase in a timely manner, thus introducing additional vibration energy.

[0014] If the aforementioned issues are not addressed, the active suspension system will be unable to effectively suppress vehicle vibrations under high-frequency excitation conditions. Instead, the reverse execution of active forces will continuously worsen the vehicle's dynamic performance. Furthermore, this problem will lead to reduced occupant comfort and adversely affect the vehicle's handling stability, increasing potential risks during driving.

[0015] Based on this, the technical solution provided in the embodiments of this application is proposed.

[0016] The implementation environment of the embodiments of this application is described below. See also... Figure 1 The implementation environment of the vehicle control method provided in this application embodiment includes a vehicle controller 101 and a suspension controller 102.

[0017] The vehicle controller 101 is a terminal installed on the vehicle. The vehicle controller 101 can acquire and process relevant information. In this embodiment, the vehicle controller 101 can acquire driver operation information, vehicle status information, and control request information from the active suspension system, and process these. The vehicle controller 101 is communicatively connected to the suspension controller 102, and the commands generated by the vehicle controller 101 can be executed by the suspension controller 102.

[0018] After introducing the implementation environment of the embodiments of this application, the application scenarios of the technical solutions provided by the embodiments of this application will be introduced below.

[0019] The technical solutions provided in this application can be applied to vehicles equipped with active suspension systems. By adopting the technical solutions provided in this application, the intelligence level of the active suspension system can be improved, thereby improving the performance of the active suspension system.

[0020] After introducing the implementation environment and application scenarios of the embodiments of this application, the technical solutions provided by the embodiments of this application are described below. (See also...) Figure 2 Taking the vehicle controller as the executing entity as an example, the method includes the following steps.

[0021] 201. When the target vehicle is in motion, the vehicle controller acquires the vertical motion information of the wheels and the motion information of the vehicle. The target vehicle is equipped with an active suspension system.

[0022] The target vehicle refers to a vehicle equipped with an active suspension system, and the driving state refers to the target vehicle being in motion. Wheel vertical motion information refers to data reflecting the wheel's movement in the vertical direction, such as vertical acceleration, vertical velocity, or suspension displacement. Vehicle motion information refers to data reflecting the overall motion state of the vehicle, such as vehicle speed, lateral acceleration, or pitch rate. An active suspension system is a system capable of actively adjusting suspension characteristics or outputting active forces to improve vehicle ride comfort and handling stability.

[0023] 202. The vehicle controller determines a first judgment result and a second judgment result based on the vertical motion information of the wheel and the motion information of the vehicle. The first judgment result is used to indicate whether the road surface where the target vehicle is currently located is a flat road surface, and the second judgment result is used to indicate whether the frequency of the road surface excitation currently received by the target vehicle is within the preset frequency range.

[0024] In this context, a smooth road surface typically refers to a surface with minimal undulation and a low excitation frequency. The road excitation frequency refers to the impact frequency of road unevenness on the wheels. The preset frequency range is a frequency interval pre-set based on the response characteristics of the active suspension system. Within this preset frequency range, the active force output of the active suspension system can function effectively and safely without negative impacts due to response delay.

[0025] 203. Based on the first judgment result and the second judgment result, the vehicle controller generates an active force control command for the active suspension system. The active force control command is used to instruct the active suspension system to output active force or suppress active force output.

[0026] The active force control command is a signal used to instruct the active suspension system to output active force or suppress the output of active force. Active force is the force actively generated by the active suspension system to suppress vehicle body vibration. Suppressing active force output means that the active suspension system does not generate or reduces the output of active force.

[0027] 204. Based on the active force control command, the vehicle controller controls the active suspension system to perform corresponding operations.

[0028] Specifically, based on active force control commands, the active suspension system is controlled to perform corresponding operations. Active force control commands are signals generated by the upper-level control logic, explicitly instructing the active suspension system on what operating state it should adopt. This command can be a simple binary signal (e.g., 1 indicates outputting active force, 0 indicates suppressing active force output) or a composite command containing more control parameters. Controlling the active suspension system to perform corresponding operations means that upon receiving the command, the corresponding hardware or software logic is triggered to cause the active suspension system to enter the specified operating mode.

[0029] The technical solution provided in this application intelligently determines the operating mode of the active suspension system by comprehensively judging road surface smoothness and road excitation frequency. This allows for active damping when needed and avoids the output of active force when negative effects are possible. This comprehensive judgment mechanism based on road surface smoothness and excitation frequency enables the active suspension system to operate more intelligently and adaptively. It no longer simply outputs active force based on vehicle body vibration intensity, but adds a deep analysis of road excitation characteristics, paying particular attention to the potential risk of system response delay under high-frequency excitation. Therefore, the technical solution provided in this application enables the active suspension system to output active force when it is truly needed and can effectively function, while actively suppressing it in scenarios that may have the opposite effect. This improves the actual performance of the active suspension system and the vehicle's ride comfort, avoiding the problem of reverse execution of active force under high-frequency road conditions found in traditional solutions.

[0030] It should be noted that steps 201-204 above are a simplified description of the vehicle control method provided in the embodiments of this application. The vehicle control method provided in the embodiments of this application will be described in more detail below with some examples. See [link to relevant documentation]. Figure 3 Taking the vehicle controller as the executing entity as an example, the method includes the following steps.

[0031] 301. When the target vehicle is in motion, the vehicle controller acquires the vertical motion information of the wheels and the motion information of the vehicle. The target vehicle is equipped with an active suspension system.

[0032] The active suspension system can be either an electro-hydraulic pump type or a linear motor type. An active suspension system is a vehicle suspension system that can actively apply force or adjust damping through actuators based on the vehicle's driving conditions and road surface conditions to control vehicle posture, suppress vibrations, and improve ride comfort and handling stability. Its core lies in its ability to actively change the characteristics of the suspension, rather than relying solely on passive components (such as springs and shock absorbers). An electro-hydraulic pump type active suspension uses an electro-hydraulic pump as a power source to generate active force by controlling hydraulic valves and cylinders. The working principle of an electro-hydraulic pump type active suspension typically involves one or more electro-hydraulic pumps supplying high-pressure oil to hydraulic cylinders, whose piston rods extend and retract to apply active force to the wheels or vehicle body. Electro-hydraulic pump type active suspensions can provide significant active force, and by controlling the hydraulic flow and pressure, rapid adjustment of suspension stiffness and damping can be achieved. A linear motor type active suspension is a suspension system that directly uses a linear motor as an actuator to generate active force. Linear motors directly convert electrical energy into mechanical energy for linear motion. By controlling the motor's current and magnetic field, the extension and retraction of the suspension can be precisely and quickly controlled, thereby applying active force to the wheels or vehicle body. Linear motor-based active suspensions offer advantages such as fast response, high control precision, and significant energy recovery potential, effectively handling high-frequency road surface excitation. In some embodiments, this active suspension system can employ an electro-hydraulic pump-type active suspension system consisting of an electric pump, an accumulator, four corner hydraulic cylinders, and an electromagnetic proportional valve. The electric pump provides high-pressure hydraulic oil, and the accumulator stores energy and stabilizes system pressure. A hydraulic cylinder is installed at each wheel, and the flow and direction of hydraulic oil entering or exiting the cylinder are controlled by the electromagnetic proportional valve, thereby achieving active control of the wheel's vertical movement. The suspension controller adjusts the opening of the electromagnetic proportional valve according to the received active force control command, causing the hydraulic cylinder to output the desired active force. Alternatively, this active suspension system can employ a linear motor-type active suspension system with a permanent magnet synchronous linear motor as the actuator. This linear motor is directly mounted between the wheel and the vehicle body, replacing traditional springs and shock absorbers. The mover of the linear motor is connected to the wheel, and the stator is connected to the vehicle body. By controlling the current supplied to the linear motor coil by the inverter, a rapidly changing electromagnetic force can be generated, directly driving the mover to move relative to the stator, thereby achieving active control of the vertical movement of the suspension. The suspension controller adjusts the current of the linear motor in real time according to the active force control command to generate the required active force. Of course, in addition to the electro-hydraulic pump type active suspension or the linear motor type active suspension mentioned above, the active suspension system can also be other types of active suspension, and this application embodiment does not limit this.

[0033] In one possible implementation, the vehicle motion information includes vehicle speed. When the target vehicle is in motion, the vehicle controller acquires the vertical acceleration of the front axle wheels and the vehicle speed. Based on the vehicle speed, the vehicle controller determines the target integration method corresponding to the vertical acceleration, which is either reset integration or continue integration. The vehicle controller integrates the vertical acceleration using the target integration method to obtain the vertical motion information of the wheel.

[0034] The vertical acceleration of the front axle wheels and the vehicle speed of the target vehicle provide the basic data source for subsequent integration operations. The front axle wheels refer to the two wheels located on the front drive axle of the target vehicle, including the left and right front wheels. The reason for obtaining the vertical acceleration of the front axle wheels is that during normal vehicle operation, the front axle wheels contact the road surface earlier than the rear axle wheels, thus allowing for earlier acquisition of the road surface characteristics. This enables the active suspension system to respond to road characteristics earlier when controlling it. Vertical acceleration refers to the instantaneous acceleration of the wheel in the vertical direction; it is a parameter that measures the intensity of the vertical impact or vibration experienced by the wheel when it contacts the road surface. This vertical acceleration can be measured in real time using acceleration sensors installed near the wheels or on the suspension system, such as microelectromechanical systems (MEMS) accelerometers. Another method is to indirectly obtain it by performing second-order differentiation processing on the output signal of suspension displacement sensors (such as linear displacement sensors or linear variable differential transformers (LVDTs)). Vehicle speed refers to the current speed of the target vehicle, which can be obtained through the vehicle's wheel speed sensors, Global Positioning System (GPS) module, or Controller Area Network (CAN) bus. For example, wheel speed sensors can measure the rotational speed of the wheels and then calculate the vehicle speed based on the wheel radius. GPS modules can directly provide the vehicle's ground speed. The CAN bus can obtain pre-calculated vehicle speed data from the vehicle's powertrain control unit or body control unit. Determining the target integration method for vertical acceleration based on vehicle speed aims to select the most suitable integration strategy according to the vehicle's driving state (reflected by vehicle speed) to minimize the accumulation of integration errors and thus improve the accuracy of vertical motion information (such as vertical velocity). Resetting integration is an integration strategy characterized by clearing the integrator's accumulated value to zero under specific conditions and restarting integration. This helps eliminate the influence of sensor drift and accumulated errors on the integration result at low speeds or when stationary. Continuing integration is an integration strategy characterized by continuous integration without a zeroing operation, instead accumulating based on the integration result from the previous moment. This is applicable when vehicles are traveling at high speeds, requiring the continuity and smoothness of vertical velocity information to accurately reflect the vehicle's dynamic response. Integrating the vertical acceleration using a target integration method yields the wheel's vertical motion information; this step is a mathematical operation that converts the acceleration signal into a velocity signal. Its function is to convert the real-time acquired vertical acceleration data into the wheel's vertical velocity information based on the selected integration method (reset integration or continue integration). This can be implemented by a digital signal processor (DSP) or microcontroller (MCU) running in the vehicle controller, executing a discrete integration algorithm. For example, trapezoidal integration or rectangular integration can be used to accumulate the sampled acceleration data. In reset integration mode, the integrator's initial value is reset to zero under specific conditions.In continued integration mode, the integrator's initial value is inherited from the integration result of the previous moment. Wheel vertical motion information refers to the wheel's motion state data in the vertical direction obtained through integration processing, typically the wheel's vertical velocity. Wheel vertical motion information is a crucial input for subsequent judgments of road conditions and excitation frequency, and is essential for the control of the active suspension system.

[0035] Through the above implementation method, the most suitable integration method can be dynamically selected to process the wheel vertical acceleration data based on the vehicle's actual driving speed. This speed-adaptive integration strategy improves the reliability and accuracy of the acquired wheel vertical motion information. Therefore, when this accurate vertical motion information is used for subsequent road surface smoothness and road excitation frequency determination, the accuracy of the determination results can be significantly improved. This directly avoids incorrect assessment of road conditions caused by inaccurate vertical motion information, thereby preventing the active suspension system from outputting incorrect active forces due to response delays, such as reverse execution of active forces on high-frequency excitation roads, which exacerbates vehicle vibration.

[0036] To provide a clearer explanation of the above implementation methods, the following will be divided into two parts to describe the determination of the target integration method and the process of integrating the vertical acceleration in the above implementation methods.

[0037] Part 1: The vehicle controller determines the target integration method corresponding to the vertical acceleration based on the vehicle speed.

[0038] In one possible implementation, if the vehicle speed is less than or equal to a first speed threshold, the vehicle controller determines the target integration mode as reset integration. If the vehicle speed is greater than the first speed threshold, the vehicle controller determines the target integration mode as continue integration.

[0039] The first vehicle speed threshold is a preset critical value used to distinguish between low-speed and high-speed driving states. Its setting can be empirically determined based on vehicle type, suspension characteristics, road conditions, and actual test data, or optimized through simulation analysis or machine learning methods to ensure the rationality of the integration method selection under different operating conditions. The target integration method refers to the specific strategy for integrating vertical acceleration based on the vehicle's current speed, aiming to optimize the accuracy and stability of wheel vertical motion information acquisition. Resetting integration is an integration strategy characterized by setting the integrator's initial value to zero at the beginning of each integration cycle, and then integrating the vertical acceleration at the current moment. This method effectively avoids the cumulative error caused by long-term integration at low speeds or when stationary, ensuring the accuracy of the integration results, and is particularly suitable for conditions such as vehicle start-up, stopping, or low-speed creep. Continuing integration is another integration strategy characterized by not resetting the integrator to zero, but instead using the integration result from the previous moment as the initial value for the current moment, and continuously integrating the vertical acceleration. This method can maintain the continuity and smoothness of the integration process, and avoid information breakage or instantaneous jumps caused by integration reset at high speeds. It is suitable for operating conditions where the vehicle is driving at high speeds and in a stable manner.

[0040] Through the above implementation method, by introducing a first vehicle speed threshold and dynamically selecting to reset or continue integrating based on vehicle speed, it is possible to ensure that accumulation errors are avoided when the vehicle is traveling at low speeds, thus improving the accuracy of the initial integration value. When the vehicle is traveling at high speeds, the continuity of the integration process is maintained, preventing information loss. This adaptive integration mode selection mechanism improves the accuracy and reliability of wheel vertical motion information, avoids the instability caused by frequent switching of integration modes, and thus provides more accurate and stable input for subsequent road condition judgments and active suspension control based on this information. This optimizes the overall performance of the active suspension system, improving ride comfort and handling stability.

[0041] For example, taking a first speed threshold of 5 km / h as an example, the real-time speed of the target vehicle can be obtained through the Controller Area Network (CAN) bus, which connects to devices such as wheel speed sensors. When the vehicle controller detects a speed less than or equal to 5 km / h, such as when the target vehicle starts, follows another vehicle at low speed, or stops, the vehicle controller will choose to reset the integration method to process the vertical acceleration data of the front axle wheels obtained from the acceleration sensor. This means that at the beginning of each sampling period, the integrator is cleared to zero, and then the vertical acceleration of the current sampling period is integrated to obtain the wheel vertical speed of that period. Conversely, when the vehicle controller detects a speed greater than 5 km / h, such as when the vehicle is cruising at high speed or driving at high speed, the vehicle controller will choose to continue the integration method. In this case, the integrator is not cleared to zero, but the wheel vertical speed calculated in the previous moment is used as the initial value for integration at the current moment, and the vertical acceleration of the current sampling period is accumulated and integrated to obtain continuous wheel vertical speed.

[0042] The second part describes how the vehicle controller integrates the vertical acceleration using the target integration method to obtain the vertical motion information of the wheel.

[0043] In one possible implementation, the wheel vertical motion information includes the vertical velocity of the front axle wheel. When the target integration method is reset integration, the vehicle controller sets the initial integration value to zero and integrates the vertical acceleration to obtain the vertical velocity of the front axle wheel. When the target integration method is continued integration, the vehicle controller integrates the vertical acceleration based on the integration result from the previous moment to obtain the vertical velocity of the front axle wheel.

[0044] The vertical velocity of the front axle wheels is a specific form of wheel vertical motion information, reflecting the instantaneous speed and direction of the contact point between the front wheels and the road surface in the vertical direction. Obtaining the vertical velocity of the front axle wheels helps to perceive road excitation and provides input for subsequent active suspension control. This can be achieved by direct measurement through sensors or by integrating the acceleration signal. Using a target integration method, the vertical acceleration is integrated to obtain the wheel vertical motion information, where integration is a mathematical method to convert the acceleration signal into a velocity signal. In the case of a reset integration method, the initial value of the integral is set to zero, and the vertical acceleration is integrated to obtain the vertical velocity of the front axle wheels. Resetting integration is an integration strategy whose core is to clear the initial value of the integrator to zero at the beginning of each integration cycle. This method is particularly suitable for low-speed or stationary scenarios, effectively avoiding the accumulation of drift errors caused by long-term integration, thus improving the accuracy of velocity calculation within a specific time period. This can be implemented by setting a conditional judgment in the software algorithm; when the reset integration condition is met, the integration variable is initialized to zero, and then the integration operation is performed. When the target integration method is continuous integration, the vertical acceleration is integrated based on the integration result of the previous moment to obtain the vertical velocity of the front axle wheel. Continuous integration is another integration strategy that maintains continuity during the integration process; that is, the integration result at the current moment is based on the integration result of the previous moment plus the acceleration integral increment at the current moment. This method is suitable for scenarios such as high-speed driving where data continuity needs to be maintained, and can more smoothly reflect the vertical motion trend of the wheel, reducing transient errors that may be introduced by frequent resets. This can be implemented in a software algorithm where, when the continuous integration condition is met, the current integration result is used as the initial integration value for the next moment, and integration calculations are continuously performed.

[0045] Through the above implementation methods, under low-speed or stationary conditions, resetting the integral and setting the initial integral value to zero can suppress integral drift and ensure the accuracy of wheel vertical velocity calculation. Under high-speed driving conditions, continuing integration and accumulating based on the previous moment's result can maintain the continuity and smoothness of the speed signal, avoiding transient errors. This adaptive integral strategy makes the acquired front axle wheel vertical velocity information more accurate and stable, thus providing a more reliable data foundation for subsequent road surface excitation judgment, and further improving the active suspension system's ability to perceive road conditions and its control precision.

[0046] For example, when the vehicle speed is below or equal to a first speed threshold, the vehicle controller sets the initial integral value to zero and then integrates the received vertical acceleration to obtain the current front axle wheel vertical velocity. This reset integration method avoids the accumulation of integration errors caused by sensor noise or slight drift when the vehicle is stationary or traveling at low speeds. When the vehicle speed exceeds the first speed threshold, the vehicle controller continues integration, using the front axle wheel vertical velocity calculated from the previous sampling time as the starting value for integration at the current time, and then integrating the current vertical acceleration to obtain the current front axle wheel vertical velocity. This continuous integration method ensures the smoothness and continuity of the wheel vertical velocity signal at high speeds, more accurately reflecting the vehicle's dynamic response on the road surface. In this way, high-precision and high-reliability front axle wheel vertical velocity information can be obtained regardless of the vehicle's driving state.

[0047] Another implementation of step 301 described above will be described below.

[0048] In one possible implementation, the vehicle motion information includes vehicle speed. The vehicle controller acquires the suspension height information of the front axle wheels of the target vehicle and the vehicle speed. The vehicle controller performs differential processing on the suspension height information to obtain the vertical velocity of the front axle wheels. The vehicle controller filters the vertical velocity of the front axle wheels to obtain a filtered vertical velocity. The vehicle controller uses the filtered vertical velocity of the front axle wheels as the vertical motion information of the wheels.

[0049] Suspension height information refers to the relative vertical distance between the active suspension system and the vehicle body, directly reflecting the vertical displacement change of the wheels. Suspension height information can be obtained in various ways. For example, displacement sensors installed on the suspension system (such as linear variable differential transformers (LVDTs) or potentiometer-type displacement sensors) can be used to directly measure the relative displacement of the suspension. Alternatively, ultrasonic or laser sensors can be used to measure the distance between the bottom of the vehicle body and the road surface, and the suspension height can be indirectly calculated by combining this with the geometric parameters of the target vehicle. Differential processing of this suspension height information yields the vertical velocity of the front axle wheels. The aim is to calculate the vertical velocity of the front axle wheels from the rate of change of the wheel's vertical displacement by performing mathematical differential operations on the suspension height information. This processing method avoids the cumulative errors that may be introduced by traditional integral methods, thus ensuring the real-time performance and accuracy of the vertical velocity data. Differential processing can be implemented by using discrete difference algorithms, such as first-order or second-order difference, to approximate the differential by calculating the ratio of the height difference between adjacent sampling points to the time interval. Alternatively, state estimation algorithms such as Kalman filtering can be combined to perform differentiation processing while estimating the vehicle state, thereby improving the robustness of speed estimation. Another approach is to design a specific digital filter with a differential transfer function to differentiate the height signal. Filtering the vertical velocity of the front axle wheels yields a filtered front axle wheel vertical velocity. This aims to filter the calculated front axle wheel vertical velocity to remove potential low-frequency noise, steady-state drift components, and low-frequency components caused by gentle road surface undulations, thus highlighting high-frequency vibration signals related to road surface excitation. High-pass filtering enhances the signal-to-noise ratio, making subsequent determination of the road surface excitation frequency more accurate. High-pass filtering can be implemented using various digital filters, such as Butterworth high-pass filters, Chebyshev high-pass filters, and other infinite impulse response (IIR) filters. Alternatively, finite impulse response (FIR) filters can be used, with appropriate filter order and cutoff frequency selected to achieve the desired filtering effect. The wheel vertical motion information has been optimized for higher accuracy and reliability, providing high-quality input data for subsequent road condition and road excitation frequency determination. This wheel vertical motion information can be stored in the vehicle controller's memory.

[0050] Through the above implementation method, by directly performing differential processing on the suspension height information, integral drift is avoided, improving the real-time performance and accuracy of vertical velocity data. Furthermore, high-pass filtering removes low-frequency interference, allowing the acquired wheel vertical motion information to more accurately reflect the dynamic characteristics of road surface excitation. Therefore, the above implementation method provides more reliable and accurate wheel vertical motion information, making subsequent road surface flatness and road surface excitation frequency judgments based on this information more precise. This provides a solid data foundation for the active suspension system to generate more effective active power control commands, thereby improving the performance of the active suspension system under various road conditions and optimizing the ride comfort and handling stability of the target vehicle.

[0051] For example, two linear variable differential transformer (LVDT) displacement sensors mounted on the left and right suspensions of the target vehicle's front axle are used to acquire real-time suspension height information for the left and right front wheels. Simultaneously, real-time vehicle speed data is acquired via the target vehicle's CAN bus. This sensor data is collected and transmitted to the vehicle's controller at a sampling frequency of, for example, 1000Hz. The vehicle controller performs differential processing on the suspension height signal output from each LVDT sensor, for example, using a first-order differential algorithm: v(t) = (h(t) - h(t - Δt)) / Δt, where h(t) is the current suspension height, h(t - Δt) is the suspension height at the previous sampling time, and Δt is the sampling period. In this way, the vertical velocities of the left and right front wheels can be calculated. The vehicle controller applies a second-order Butterworth high-pass digital filter to these vertical velocity signals, with a cutoff frequency set to, for example, 0.5Hz, to filter out low-frequency drift and signal components caused by slow vehicle movement, while retaining high-frequency vibration information caused by road surface excitation. The vehicle controller uses the vertical velocities of the left and right front wheels, after high-pass filtering, as wheel vertical motion information, which serves as the basis for subsequent road surface judgment and active force control.

[0052] 302. The vertical motion information of the wheels includes the vertical velocity of the front axle wheels, which includes the vertical velocity of the left front wheel and the vertical velocity of the right front wheel. The vehicle controller performs filtering processing on the vertical velocity of the left front wheel and the vertical velocity of the right front wheel respectively to obtain the filtered vertical velocity of the left front wheel and the filtered vertical velocity of the right front wheel.

[0053] The vertical velocity of the front axle wheels refers to the vertical speed of the two front wheels of the vehicle. Decomposing the vertical velocity of the front axle wheels into the vertical velocities of the left and right front wheels allows for independent perception of the differences in road surface excitation between the left and right sides of the vehicle, thus enabling more accurate judgment of road conditions. High-pass filtering is a signal processing technique that allows signals above a certain cutoff frequency to pass through while attenuating signals below that cutoff frequency. Filtering the vertical velocities of the left and right front wheels separately aims to remove low-frequency noise components caused by low-frequency vehicle body movements (such as pitch and roll), thereby highlighting high-frequency excitation signals caused by road surface unevenness. This helps to more accurately identify the true characteristics of road surface excitation and avoids interference from vehicle body movement in road surface judgment. High-pass filters can be implemented using digital filters (such as IIR filters or FIR filters) or analog filters, and their cutoff frequencies can be calibrated according to the actual application scenario and vehicle characteristics.

[0054] For example, the vertical velocities of the left and right front wheels acquired by the vehicle controller are sent to a digital signal processor (DSP) or microcontroller. Within this DSP or microcontroller, the vertical velocities of the left and right front wheels are subjected to high-pass filtering. For instance, a second-order Butterworth high-pass filter with a cutoff frequency set to approximately 3Hz to 5Hz can be used to effectively filter out signal components caused by low-frequency vehicle body movements (such as pitch and roll), thus retaining high-frequency vibration information caused by road surface excitation. After filtering, the filtered vertical velocities of the left and right front wheels are obtained.

[0055] 303. The vehicle controller determines a first judgment result based on the first processing result and the vehicle speed. The first processing result is obtained by performing amplitude correlation processing on the filtered vertical velocity of the left front wheel and the filtered vertical velocity of the right front wheel respectively. The first judgment result is used to indicate whether the road surface where the target vehicle is currently located is a flat road surface.

[0056] Amplitude correlation processing refers to analyzing the amplitude characteristics of the filtered wheel vertical velocity signal to quantify the intensity of road surface excitation. For example, it can calculate the root mean square value, peak value, and sum of absolute values ​​of the signal. The first processing result is the output of this amplitude correlation processing. Combining vehicle speed with the initial judgment result is because the same road surface unevenness can lead to different wheel vertical velocity amplitude responses at different vehicle speeds; therefore, using vehicle speed as a reference makes the judgment result more robust.

[0057] In one possible implementation, the vehicle controller takes the absolute value of the filtered vertical velocity of the left front wheel and accumulates it to obtain a left front accumulated value, and takes the absolute value of the filtered vertical velocity of the right front wheel and accumulates it to obtain a right front accumulated value. The vehicle controller determines a first threshold based on the vehicle speed. The vehicle controller determines a first judgment result based on the left front accumulated value, the right front accumulated value, and the first threshold.

[0058] The cumulative processing aims to transform the instantaneous fluctuations of the wheel's vertical motion into a stable index that reflects the intensity of the road surface excitation amplitude. By taking the absolute value, the directional influence of the vertical velocity is eliminated, ensuring that the contribution of the wheel to the road surface excitation amplitude is uniformly quantified regardless of whether the wheel is moving upwards or downwards. The cumulative processing then integrates or sums these absolute values ​​within a certain time window, smoothing out high-frequency noise and instantaneous impacts, and providing a more representative cumulative amount of road surface excitation intensity. Determining the first threshold based on vehicle speed is a technical feature designed to dynamically adjust the standard for judging road surface smoothness according to the vehicle's current driving state (represented by vehicle speed). At different vehicle speeds, the vehicle's response characteristics to the same road surface unevenness and the perceived comfort of the occupants differ. Therefore, a fixed threshold may not accurately reflect road surface smoothness at different vehicle speeds. Determining the first threshold based on vehicle speed makes the judgment standard more adaptive, avoiding misjudging slight unevenness as uneven road surfaces at high speeds or being insensitive to significant uneven road surfaces at low speeds. As one implementation method, a mapping table between vehicle speed and the first threshold can be pre-stored in the vehicle control system. This mapping table can be obtained through extensive road test data and simulation analysis, and it contains the corresponding first thresholds for different vehicle speed ranges. During operation, the vehicle controller queries this mapping table based on the current vehicle speed to obtain the corresponding first threshold. Alternatively, a mathematical model or function can be established, taking vehicle speed as input and outputting the corresponding first threshold. For example, this could be a piecewise linear function, a polynomial function, or a function based on empirical formulas. This mathematical model or function can continuously adjust the first threshold according to changes in vehicle speed, thus providing more refined adaptability. By comparing the accumulated values ​​of the left and right wheels with the dynamically adjusted first threshold, the intensity of the current road surface excitation can be objectively assessed to determine whether it has reached a level requiring intervention from the active suspension system. This judgment mechanism based on dual-wheel data and adaptive thresholds improves the accuracy and reliability of the judgment and reduces the possibility of misjudgment.

[0059] Through the above implementation method, by accumulating the absolute values ​​of the filtered wheel vertical velocities, the influence of velocity directionality is eliminated and instantaneous fluctuations are smoothed, thereby obtaining a more stable and representative road excitation amplitude index. Simultaneously, by dynamically adjusting the first threshold based on vehicle speed, the road surface smoothness judgment standard can adapt to different driving conditions, improving the accuracy and reliability of the judgment. This improved judgment mechanism can more accurately identify road conditions, avoiding misjudgments caused by unstable data processing or threshold incompatibility, thus optimizing the control decisions of the active suspension system and preventing the problem of exacerbating vehicle vibration due to incorrect active force output direction, thereby improving the ride comfort and handling stability of the target vehicle.

[0060] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0061] Part 1: The vehicle controller takes the absolute value of the vertical velocity of the filtered left front wheel and accumulates it to obtain the accumulated value of the left front wheel.

[0062] In one possible implementation, within a preset accumulation time window, the vehicle controller continuously samples the absolute value of the filtered vertical velocity of the left front wheel. The vehicle controller accumulates the absolute values ​​obtained from each sample to obtain an initial accumulated value. The vehicle controller multiplies this initial accumulated value by a preset gain coefficient, where the preset gain coefficient is less than 1, to obtain the left front wheel accumulated value.

[0063] The preset accumulation time window defines the time range for accumulating wheel vertical motion information. Its purpose is to ensure the accumulation result reflects the current road conditions, avoid excessive influence of historical data on real-time judgment, and provide sufficient data for effective statistical analysis. The preset accumulation time window can be a fixed duration, such as 0.5 seconds, 1 second, or 2 seconds, or a dynamically adjusted duration based on vehicle driving conditions (such as speed). Continuous sampling of the absolute value of the filtered left front wheel vertical velocity refers to periodically acquiring the absolute value of the filtered left front wheel vertical velocity at a certain sampling frequency within the preset accumulation time window. This aims to capture the dynamic changes in wheel vertical motion, providing continuous, real-time input data for subsequent accumulation processing. Sampling can be performed by the analog-to-digital converter (ADC) in the vehicle controller at a fixed frequency, such as 100 or 200 times per second, or through an event-triggered mechanism when a change in wheel vertical motion is detected. The absolute values ​​obtained from each sampling are accumulated to obtain the initial accumulated value. The accumulation process involves summing the absolute values ​​of the filtered vertical velocities of the left front wheel obtained from continuous sampling. This accumulation quantifies the total vertical motion amplitude of the wheel within a preset accumulation time window, thus providing a preliminary reflection of the road surface roughness intensity. This accumulation process can be implemented in the vehicle controller or a dedicated signal processing module using software algorithms, such as iterative summation using an accumulation register or variable. The initial accumulated value is multiplied by a preset gain coefficient to obtain the left front accumulated value. The preset gain coefficient is a value less than 1, used to attenuate the initial accumulated value. Its purpose is to reduce the influence of noise or outliers that may be introduced during the accumulation process, making the final left front accumulated value smoother and more stable, thereby improving the robustness of the road surface roughness assessment. This gain coefficient can be a fixed value, such as 0.7, 0.8, or 0.9, or it can be a parameter adaptively adjusted based on the vehicle's operating environment or sensor noise level.

[0064] Through the above implementation method, when accumulating the absolute values ​​of the filtered wheel vertical velocities to evaluate road surface unevenness, a preset accumulation time window and a preset gain coefficient are introduced. The preset accumulation time window ensures the real-time nature and effectiveness of the accumulation results, avoiding interference from historical data on the current judgment. More importantly, by multiplying the initial accumulated value by a preset gain coefficient less than 1, noise interference and data deviations that may exist during sampling can be suppressed, improving the smoothness and stability of the accumulation results. This makes the evaluation of road surface unevenness more accurate and robust, thus providing a more reliable basis for generating the first judgment result (i.e., whether the road surface is flat), thereby improving the accuracy of generating active power control commands, avoiding errors in the direction of active power output or improper suppression due to road surface judgment errors, and optimizing the ride comfort and handling stability of the target vehicle.

[0065] For example, the vehicle controller can be configured with a dedicated signal processing module to perform the aforementioned accumulation process. This signal processing module can, for instance, set a preset accumulation time window of 1 second. Within this 1-second window, the ECU continuously samples the filtered left front wheel vertical speed signal from suspension sensors (e.g., accelerometers) at a sampling frequency of 200Hz. After each sampling, its absolute value is obtained. These absolute values ​​are stored in a circular buffer in real time and accumulated to obtain an initial accumulated value. For example, if 200 data points are sampled within 1 second, these 200 absolute values ​​are summed. This initial accumulated value is multiplied by a preset gain coefficient, such as 0.85, to obtain the final left front accumulated value. This left front accumulated value is then sent to the vehicle controller's road surface determination logic module, where it is compared with the right front accumulated value and a first threshold obtained by looking up a table or calculating based on the current vehicle speed to determine whether the current road surface is flat. In this way, even in the presence of slight noise or occasional interference in the sensor, the accumulated value after gain attenuation can provide stable and reliable road surface unevenness information.

[0066] It should be noted that the process of determining the right front accumulated value and the process of determining the left front accumulated value mentioned above belong to the same inventive concept, and will not be repeated here.

[0067] The second part involves the vehicle controller determining the first judgment result based on the left front accumulated value, the right front accumulated value, and the first threshold.

[0068] In one possible implementation, if both the left front accumulated value and the right front accumulated value are greater than the first threshold, the vehicle controller determines the first judgment result as a first result, indicating that the target vehicle is currently on a non-flat road surface. Otherwise, the vehicle controller determines the first judgment result as a second result, indicating that the target vehicle is currently on a flat road surface.

[0069] The accumulated values ​​for the left and right front wheels represent the cumulative vertical vibration amplitudes of the target vehicle's left and right front wheels over a period of time, respectively. Their function is to quantify the impact of road surface unevenness on the vertical motion of the wheels. Besides obtaining this value by continuously sampling and accumulating the absolute values ​​of the filtered wheel vertical velocities and multiplying them by a preset gain coefficient, it can also be obtained by calculating the root mean square (RMS) value of the wheel's vertical acceleration or velocity within a preset time window, or by statistically analyzing the cumulative peak-to-valley difference of the wheel's vertical displacement. The first threshold is used to distinguish whether the road surface is flat or uneven. Its function is to set a judgment standard; when the accumulated vertical vibration of the wheels exceeds this standard, it indicates that the road surface may have significant unevenness. The first threshold can be dynamically adjusted according to vehicle speed, for example, by pre-calibrating threshold curves or lookup tables at different vehicle speeds, or by dynamically calculating it using an adaptive algorithm based on real-time analysis of vehicle driving status and road surface characteristics. The first judgment result is a conclusion regarding the flatness of the road surface currently in which the target vehicle is located, serving as an important basis for the generation of subsequent active suspension system control commands. If both the left front accumulated value and the right front accumulated value are greater than the first threshold, the first judgment result is determined as the first result. This judgment logic ensures that the road surface is only judged as uneven when the vertical vibration accumulation of both front wheels on both sides of the target vehicle exceeds the preset threshold. This avoids misjudging the entire road surface as uneven due to accidental or localized vibrations of a single wheel (such as driving over small stones or potholes on one side). This logic can be implemented using Boolean operations; that is, when both conditions are true, the first result is output. Otherwise, the first judgment result is determined as the second result. This logic ensures that the road surface is judged as flat as long as at least one of the left front or right front accumulated values ​​does not exceed the first threshold. This simplifies the judgment process and enhances the robustness of road surface flatness recognition, avoiding oversensitivity. This logic supplements the above "AND" condition judgment; this branch is executed when the "AND" condition is not met.

[0070] By implementing the above methods, requiring both the vertical vibration accumulation values ​​of the left and right wheels to exceed a preset threshold before determining the road surface as uneven, the accuracy and robustness of road condition identification are improved, avoiding erroneous judgments caused by accidental or localized vibrations of a single wheel. This provides more reliable road information, enabling the vehicle controller to select control strategies more accurately and avoiding reverse execution of the main power due to misjudgment on high-frequency excited roads, thereby improving the ride comfort, handling stability, and safety of the target vehicle.

[0071] The following will combine Figure 4 The method for determining the first judgment result is explained above.

[0072] exist Figure 4In this process, the vertical accelerations of the left and right front wheels are acquired as inputs. For the vertical acceleration of the left front wheel, a reset integral processing is performed, where the condition for the integral reset is determined based on the comparison result of the vehicle speed and a first vehicle speed threshold. The integral result is filtered to remove low-frequency trend terms from the signal. The filtered signal undergoes absolute value processing, and the absolute value results are accumulated. The accumulated result is compared with a first threshold obtained from a vehicle speed lookup table. For the vertical acceleration of the right front wheel, the same steps of resetting the integral, high-pass filtering, absolute value processing, accumulation, and comparison with the first threshold are performed. The comparison results of the left and right front wheels are logically ANDed. If both satisfy the condition of being greater than the first threshold, the first judgment result is determined to be true, indicating that the target vehicle is currently on a non-flat road surface; otherwise, the first judgment result is determined to be false.

[0073] 304. The vehicle controller determines a first judgment result based on the second processing result and the vehicle speed. The second processing result is obtained by performing frequency correlation processing on the filtered vertical velocity of the left front wheel and the filtered vertical velocity of the right front wheel respectively. The second judgment result is used to indicate whether the frequency of the road excitation currently received by the target vehicle is within the preset frequency range.

[0074] Frequency correlation processing refers to analyzing the frequency characteristics of the filtered wheel vertical velocity signal to identify the frequency components of the road surface excitation. For example, methods such as Fourier transform, wavelet analysis, and zero-crossing rate counting can be used to extract the signal's frequency information. The second processing result is the output of this frequency correlation processing. Combining vehicle speed with the second judgment result is because the frequency of the road surface excitation is higher when the vehicle is traveling at high speeds and relatively lower at low speeds; therefore, incorporating vehicle speed helps to calibrate the accuracy of the frequency judgment.

[0075] In one possible implementation, the vehicle controller determines a second threshold based on the vehicle speed. The vehicle controller compares the filtered vertical velocity of the left front wheel and the filtered vertical velocity of the right front wheel with the second threshold, respectively, to obtain a left front comparison result and a right front comparison result. Within a preset time window, the vehicle controller performs zero-crossing counts on the left front comparison result and the right front comparison result, respectively, to obtain the number of left front zero-crossings and the number of right front zero-crossings. Based on the number of left front zero-crossings and the number of right front zero-crossings, the vehicle controller determines a second judgment result.

[0076] The second threshold, determined based on vehicle speed, aims to dynamically adjust the sensitivity of the road excitation frequency based on the vehicle's driving state. Vehicle speed is a key factor affecting the relative frequency between the vehicle and road excitation; therefore, incorporating vehicle speed into the threshold determination process makes the second threshold more adaptable. For example, the second threshold can be determined using a pre-calibrated lookup table storing the second threshold corresponding to different vehicle speed ranges. Alternatively, the second threshold can be calculated based on vehicle speed using a mathematical model (such as a polynomial function or a piecewise linear function). The filtered vertical velocities of the left and right front wheels are compared with the second threshold to obtain left-front and right-front comparison results, respectively. This step aims to convert the continuously changing vertical velocity signal into discrete comparison results to facilitate subsequent frequency feature extraction. Specifically, when the absolute value of the filtered wheel vertical velocity is greater than the second threshold, a significant road excitation is considered to exist, and the comparison result can be marked as "1". Conversely, when its absolute value is less than or equal to the second threshold, the excitation is considered insignificant, and the comparison result can be marked as "0". This discretization simplifies subsequent frequency analysis. Within a preset time window, zero-crossing counts are performed on the left and right front comparison results, respectively, to obtain the number of left and right front zero-crossings. This step quantifies the frequency characteristics of the road surface excitation. Zero-crossing count is a commonly used frequency detection method, reflecting its frequency by counting the number of times the signal crosses a zero point (or a specific threshold) within a certain time. Besides the sign-changing method described later, zero-crossing count can also be achieved by counting the number of times the signal changes from positive to negative or vice versa, or indirectly by counting the number of crossovers between the detected signal and a second threshold. The preset time window ensures the stability and real-time nature of frequency statistics, avoiding the impact of instantaneous fluctuations on the judgment results. Based on the left and right front zero-crossing counts, a second judgment result is determined; this step makes the final judgment based on the statistically obtained frequency information. By comparing the number of zero-crossings of the left and right front wheels with the preset frequency threshold, it can be determined whether the current road surface excitation frequency is within the preset frequency range.

[0077] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0078] Part 1: Within a preset time window, the vehicle controller performs zero-crossing counts on the left front comparison result and the right front comparison result respectively, to obtain the number of left front zero-crossings and the number of right front zero-crossings.

[0079] In one possible implementation, within the preset time window, for the left front comparison result, each time the left front comparison result at the current moment has a different sign than the left front comparison result at the previous moment, the vehicle controller increments the left front zero-crossing count by one. If the left front comparison result at the current moment is 0, it is considered to have the same sign as the left front comparison result at the previous moment, and the left front zero-crossing count is not incremented, thus obtaining the left front zero-crossing count. Within the preset time window, for the right front comparison result, each time the right front comparison result at the current moment has a different sign than the right front comparison result at the previous moment, the vehicle controller increments the right front zero-crossing count by one. If the right front comparison result at the current moment is 0, it is considered to have the same sign as the right front comparison result at the previous moment, and the right front zero-crossing count is not incremented, thus obtaining the right front zero-crossing count.

[0080] The preset time window refers to a continuous time period defined during data processing and analysis. Its function is to define the range of data sampling, allowing zero-crossing counting to be performed within a specific time frame, thus reflecting the signal frequency characteristics within that period. This preset time window can be a fixed-length window, such as 2 seconds or 5 seconds, timed by a timer or system clock. Alternatively, it can be a dynamically adjusted time window, its length adaptively adjusted according to vehicle operating conditions (such as vehicle speed and road condition change rate). The left-front comparison result and right-front comparison result are Boolean or numerical results obtained by comparing the filtered vertical velocities of the left and right front wheels with a second threshold. These results reflect the instantaneous state of the wheel vertical velocities relative to the second threshold and are the basic data for zero-crossing counting. They can be Boolean values, for example, true when the filtered vertical velocity is greater than the second threshold, and false otherwise. They can also be tri-state values, for example, 1 for greater than the second threshold, -1 for less than the second threshold, and 0 for equal to the second threshold.

[0081] By implementing the above method, a comparison result of 0 at the current moment is considered to be the same sign as the previous moment, thus not increasing the number of zero-crossings and eliminating the risk of misjudgment that may arise from zero values. This improves the accuracy of zero-crossing counts, providing a more reliable data foundation for subsequent road excitation frequency determination. Since accurate determination of road excitation frequency is crucial for the active suspension system to effectively suppress vehicle vibration and avoid reverse execution of active force under high-frequency road excitation, the above method ensures that the active suspension system can more accurately identify road characteristics under different road conditions, especially high-frequency excitation roads, thereby generating more reasonable active force control commands. This not only improves the performance of the active suspension system but also enhances passenger comfort and vehicle handling stability.

[0082] For example, for the left front comparison result, the vehicle controller continuously monitors the sign change between the current comparison result and the previous comparison result. When the two signs are opposite, it indicates that the signal has crossed a zero point (or the second threshold), and the left front zero-crossing count increases by one. Crucially, when the current left front comparison result is exactly 0, the vehicle controller treats it as having the same sign as the previous comparison result and does not increase the zero-crossing count. This processing rule avoids misjudgments that may be caused by zero values, ensuring that only actual sign reversals are counted as zero-crossing events. Similarly, the same logic is used to count zero-crossings for the right front comparison result, obtaining the right front zero-crossing count. Through this explicit and precise zero-crossing counting mechanism, the number of sign reversals of the wheel vertical motion signal within a specific time window can be accurately counted; these counts are directly related to the frequency of road surface excitation.

[0083] The second part involves the vehicle controller determining a second judgment result based on the number of times the left front crosses the zero and the number of times the right front crosses the zero.

[0084] In one possible implementation, if the number of left front zero crossings is less than a third threshold and the number of right front zero crossings is less than the third threshold, the vehicle controller determines the second judgment result as a third result, indicating that the frequency of the road surface excitation currently received by the target vehicle is within a preset frequency range. Otherwise, the vehicle controller determines the second judgment result as a fourth result, indicating that the frequency of the road surface excitation currently received by the target vehicle is not within the preset frequency range.

[0085] The left and right front zero-crossing counts are indicators of the wheel's vertical motion frequency, reflecting the number of times the wheel crosses zero points per unit time, and are directly related to the frequency characteristics of road surface excitation. For example, when a vehicle travels on a bumpy road, the wheel's vertical speed frequently alternates between positive and negative, leading to an increase in the number of zero-crossing counts. The third threshold is a preset value used to define whether the road surface excitation frequency is within a preset frequency range. Its setting can be based on the vehicle's suspension system characteristics, driving comfort requirements, and response characteristics to different road surface excitation frequencies. For example, a suitable upper limit for the number of zero-crossing counts can be determined based on empirical data, simulation analysis, or actual road test results to distinguish between low-to-medium frequency excitation and high-frequency excitation. This third threshold can be a fixed value or a variable dynamically adjusted based on vehicle speed and other vehicle motion parameters. The second judgment result is the final judgment on whether the road surface excitation frequency is within the preset frequency range; it is a binary result indicating the frequency characteristics of the current road surface excitation. The third result indicates that the road surface excitation frequency is within the preset frequency range, meaning that the current road surface excitation belongs to the frequency range that the active suspension system can suppress, such as low-to-medium frequency excitation. The preset frequency range refers to the frequency range within which an active suspension system is designed to function effectively. Typically, active suspension systems excel at suppressing low-to-mid-frequency vibrations, but may become less effective or even counterproductive under high-frequency excitation due to response delays. Therefore, the preset frequency range is designed to ensure that the active suspension only outputs active force within its operational frequency range. The fourth result indicates that the road excitation frequency is outside the preset frequency range, which usually means that the current road excitation is high-frequency, and in this case, the active suspension system may not be suitable for outputting active force.

[0086] The above implementation provides an accurate and robust road excitation frequency determination mechanism. This mechanism, by performing dual verification of the number of zero-crossings of the left and right front wheels and comparing it with a preset third threshold, can distinguish between low-to-medium frequency excitations that the active suspension system can suppress and high-frequency excitations that may cause negative effects. This prevents the active suspension system from outputting reverse active force due to response delay under high-frequency road excitations, thereby preventing the aggravation of vehicle body vibration and improving the performance of the active suspension system and the ride comfort of the occupants.

[0087] For example, the number of left and right front zero-crossings is used as a direct indicator of the road excitation frequency, as the number of zero-crossings reflects the frequency characteristics of the wheel's vertical velocity change. By comparing these two zero-crossing counts with a preset third threshold, the vehicle controller can determine the frequency characteristics of the current road excitation. When both the left and right front zero-crossing counts are less than the third threshold, the vehicle controller determines that the road excitation frequency is within the preset frequency range, which typically corresponds to low-to-medium frequency excitation scenarios. In this case, the output drive force can effectively suppress vibration. Conversely, if either zero-crossing count reaches or exceeds the third threshold, the vehicle controller determines that the road excitation frequency is not within the preset frequency range, thus avoiding incorrect activation of the drive force due to response delay under high-frequency excitation. This combined comparison of the number of zero-crossings of both wheels with a single threshold enhances the robustness and accuracy of the judgment, preventing the problem of exacerbating vehicle vibration due to inaccurate assessment.

[0088] The following will combine Figure 5 The method for determining the second judgment result described above will be explained.

[0089] See Figure 5 The vertical accelerations of the left and right front wheels are acquired as inputs. For the left front wheel's vertical acceleration, a reset integration process is performed, where the condition for resetting the integration is determined based on a comparison between the vehicle speed and a first vehicle speed threshold. The integration result is filtered to remove low-frequency trend terms from the signal. The filtered signal is compared to a second threshold determined by a one-dimensional lookup table based on the vehicle speed to obtain a comparison result. Within a preset time window, zero-crossing counts are performed on this comparison result to obtain the number of zero-crossings of the left front wheel. The number of zero-crossings of the left front wheel is compared to a third threshold determined based on vehicle speed or road surface type. For the right front wheel's vertical acceleration, the same steps of resetting the integration, high-pass filtering, comparison with the second threshold, zero-crossing counts, and comparison with the third threshold are performed. The comparison results of the left and right front wheels are logically ANDed. If both satisfy the condition that the number of zero-crossings is less than the third threshold, the second judgment result is determined to be true, indicating that the frequency of the road surface excitation currently received by the target vehicle is within a preset frequency range; otherwise, the second judgment result is determined to be false.

[0090] 305. Based on the first judgment result and the second judgment result, the vehicle controller generates an active force control command for the active suspension system. The active force control command is used to instruct the active suspension system to output active force or suppress active force output.

[0091] In one possible implementation, if the first determination result indicates that the target vehicle is currently on an uneven road surface, and the second determination result indicates that the frequency of the road surface excitation currently experienced by the target vehicle is within a preset frequency range, the vehicle controller generates a power control command to instruct the active suspension system to output active force. Otherwise, the vehicle controller generates a power control command to instruct the active suspension system to suppress the output of active force.

[0092] Active force control commands are signals or data used to instruct the active suspension system to perform specific operations. They are the direct basis for controlling the output of active force or suppressing the output of active force by the active suspension system. An active force control command can be a digital signal, such as a Boolean value (0 or 1), where 1 indicates outputting active force and 0 indicates suppressing active force output. It can also be a command package containing control mode parameters, such as a string or enumeration value containing "active control mode" or "passive control mode".

[0093] Through the above implementation methods, when the road surface is uneven and the road excitation frequency is within a preset range, the active suspension system can output active force in a timely and effective manner, thereby improving the ride comfort and handling stability of the target vehicle. Conversely, when the road excitation frequency is too high, the response delay of the active suspension system may cause the active force output direction to be opposite to the desired direction. The above implementation methods can intelligently suppress the active force output, avoiding the aggravating effect of the reverse execution of active force on vehicle vibration, thereby ensuring the performance of the active suspension system and the riding experience of the occupants. This intelligent decision-making mechanism based on road type and excitation frequency enables the active suspension system to adapt more accurately to different driving conditions, optimize the timing and strategy of active force output, and improve the stability and reliability of the active suspension system.

[0094] For example, the vehicle controller makes conditional judgments: when the first judgment result indicates that the target vehicle is currently on an uneven road surface, and the second judgment result indicates that the frequency of the road surface excitation currently experienced by the target vehicle is within a preset frequency range, it generates an active power control command to instruct the active suspension system to output active force. In other cases, i.e., when the road surface is flat, or when the road surface excitation frequency is not within the preset frequency range, the vehicle controller generates an active power control command to instruct the active suspension system to suppress the output of active force. This intelligent decision-making mechanism based on road surface type and excitation frequency enables the active suspension system to determine when it needs to actively intervene to suppress vibration, and when it should avoid active intervention to prevent negative effects caused by response delay. In this way, the above implementation effectively utilizes the road surface features extracted from vehicle motion information, ensuring that the active suspension system performs its function under the most suitable operating conditions, thereby avoiding the problem of inappropriate active force output leading to increased vehicle body vibration on high-frequency excitation surfaces.

[0095] See Figure 6 The system takes the first judgment result Flag1 and the second judgment result Flag2 as input and performs a logical AND operation to obtain the third judgment result Flag3. When both Flag1 and Flag2 are true, Flag3 is true. At this time, a control command is generated to instruct the active suspension system to output active force, and the system enters the active force adjustment mode. The target active force is determined and output based on the vertical motion information of the wheels. When at least one of Flag1 and Flag2 is false, Flag3 is false. At this time, a control command is generated to instruct the active suspension system to suppress the active force output, and the system switches to the damping force adjustment mode, disabling the active force output function and operating based on the inherent damping characteristics. This logic flow achieves precise control over the timing of active force output, ensuring that the active force is only activated when the road surface is uneven and the excitation frequency is within a preset range, avoiding the problem of reverse active force caused by response delay under high-frequency excitation.

[0096] 306. Based on the active force control command, the vehicle controller controls the active suspension system to perform corresponding operations.

[0097] In one possible implementation, when the active force control command instructs the active suspension system to output active force, the vehicle controller controls the active suspension system to switch to the active control mode. When the active force control command instructs the active suspension system to suppress active force output, the vehicle controller controls the active suspension system to switch to the passive control mode.

[0098] Active suspension systems have active control modes and passive control modes. Active control mode refers to the active suspension system's ability to actively generate or adjust force through its actuators based on vehicle driving conditions and road surface information to counteract or reduce vehicle vibrations, thereby improving ride comfort, handling stability, or attitude control. Active control mode can be implemented by activating the active actuators through an independent suspension controller, enabling them to calculate and output the required active force in real time based on a preset control algorithm (e.g., model predictive control, adaptive control, or fuzzy control). Alternatively, it can be achieved through software-level strategy adjustments, switching the internal control logic of the active suspension system from passive response to active intervention. Passive control mode refers to the active suspension system not actively outputting force, but relying solely on its inherent mechanical characteristics, such as spring stiffness and shock absorber damping characteristics, to absorb and dissipate road energy. Passive control mode can be implemented by shutting off the power or signal input to the active actuators, putting them in a non-operating state. Alternatively, it can be achieved by setting the output command of the active controller to zero, preventing any active force output, thus allowing the active suspension system to exhibit only its passive characteristics. When the active force control command instructs the active suspension system to output active force, the active suspension system switches to active control mode. This indicates that the upper-level control logic determines that the current road conditions or vehicle state require the intervention of the active suspension system to improve vehicle performance. In this case, the vehicle controller activates the actuators of the active suspension system, enabling them to generate active force based on real-time feedback or preset strategies. For example, for an electro-hydraulic pump-type active suspension, the vehicle controller starts the hydraulic pump and adjusts the valve opening to generate active thrust or pull force in the hydraulic cylinder. For a linear motor-type active suspension, the vehicle controller sends a command to the motor controller to generate electromagnetic force. When the active force control command instructs the active suspension system to suppress active force output, the active suspension system switches to passive control mode. This indicates that the upper-level control logic determines that the current road conditions or vehicle state are not suitable for the intervention of the active suspension system (for example, on high-frequency excitation surfaces, the response delay of the active suspension may lead to a reverse effect), or that active force is not needed to save energy. In this case, the vehicle controller disables the active power output function of the actuators of the active suspension system, causing it to operate only as a traditional passive suspension. For example, in an electro-hydraulic pump-type active suspension, the vehicle controller will shut down the hydraulic pump or place the valve in a bypass state, so that the hydraulic cylinder no longer generates active force. In a linear motor-type active suspension, the vehicle controller will cut off the motor power or place it in a free state.

[0099] Through the above implementation methods, it is possible to ensure that the active suspension system accurately responds to the active force control commands generated by the upper-level control logic, achieving reliable switching between active and passive control modes. This clear mode division and switching mechanism solves the problem of how to ensure the active suspension system accurately responds to commands and enters the corresponding control state after command generation, avoiding the suspension system response confusion caused by the lack of a clear mode switching mechanism. Especially when combined with the upper-level road surface judgment logic, the active suspension system can fully leverage its advantages in suppressing vibration, improving comfort, and handling when active intervention is required (e.g., on uneven roads with moderate road excitation frequency). When active force output may have negative effects (e.g., under high-frequency road excitation, response delay may lead to reverse execution of active force), it can switch to passive mode in a timely manner to avoid reverse execution of active force, thereby preventing the aggravation of vehicle vibration and ensuring the passenger's riding experience. Therefore, the above implementation methods improve the adaptability and performance of the active suspension system under different operating conditions, achieving refined management and control of the suspension system's operating state.

[0100] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0101] Part 1: The vehicle controller controls the active suspension system to switch to the active control mode.

[0102] In one possible implementation, the vehicle controller activates the active force output function of the active suspension system. Based on the wheel vertical motion information, the vehicle controller determines a target active force for suppressing vehicle body vibration. The vehicle controller then controls the active suspension system to output the target active force.

[0103] Activating the active suspension system's active force output function means putting the system's actuators into a working state, ready to output active force at any time. This can be done by supplying power to the active suspension system's actuators (e.g., electro-hydraulic pumps, linear motors) and loading preset control parameters, causing them to transition from standby to working state. Alternatively, it can be done via software commands to remove restrictions on the active suspension system's active force output and activate relevant sensor data acquisition and processing modules, preparing for subsequent active force calculation and output. Determining the target active force for suppressing vehicle body vibration based on wheel vertical motion information means calculating the force that the active suspension system needs to output to counteract unwanted vehicle body vibrations based on real-time vertical motion data of the vehicle wheels. This can be achieved by establishing a vehicle dynamics model, combining wheel vertical velocity, acceleration, and other information, and using algorithms such as optimal control, adaptive control, or fuzzy control to calculate in real-time the magnitude and direction of the active force that minimizes vehicle body vibrations (such as vertical acceleration, pitch rate, and roll rate). As another implementation method, the current vertical motion information of the wheels can be used as input through a pre-set lookup table or a neural network-based prediction model to output the corresponding target active force, thereby effectively suppressing vehicle body vibration. Controlling the output target active force of the active suspension system refers to converting the calculated target active force into actual control commands for the actuators of the active suspension system, causing them to physically generate and apply that force. This can be achieved by sending current or voltage signals to the actuators of the active suspension system to control the magnitude and direction of their output force, matching it with the determined target active force. Alternatively, a closed-loop control system can be used to monitor the actual output force of the active suspension in real time and compare it with the target active force, ensuring that the active suspension system can accurately and promptly output the required active force through a feedback adjustment mechanism.

[0104] Through the above implementation method, the active suspension system can quickly activate its active force output function and accurately determine and output the target active force to suppress vehicle vibration based on real-time wheel vertical motion information. This solves the problem of reverse execution of active force caused by response delay under high-frequency road excitation in traditional active suspension systems, avoids delay or incorrect direction of active force output, thereby preventing the aggravation of vehicle vibration, improving the vibration reduction effect of the active suspension system under complex road conditions, and enhancing the ride comfort and handling stability of the target vehicle.

[0105] For example, when the vehicle controller of the target vehicle determines that the active suspension system needs to output active force based on the road surface judgment result (first judgment result) and the road surface excitation frequency judgment result (second judgment result), it sends a command to the suspension controller of the active suspension system. Upon receiving the command, the suspension controller activates the active force output function of the active suspension system, for example, by supplying power to the hydraulic pump and opening the corresponding solenoid valve, putting the hydraulic system into operation. Simultaneously, vehicle sensors, such as vertical acceleration sensors and suspension displacement sensors installed near the wheels, continuously collect wheel vertical motion information, such as wheel vertical velocity and acceleration. This information is transmitted to the suspension controller in real time. The control algorithm running inside the suspension controller (e.g., an adaptive control algorithm based on a quarter-model or full-model of the vehicle) uses this real-time wheel vertical motion information to calculate the target active force to be output at each suspension corner point to counteract vibrations of the vehicle body in the vertical, pitch, and roll directions. For example, if it detects that a wheel is moving rapidly upwards due to a road bump, the algorithm calculates a downward active force to suppress vehicle body lift. Once the target driving force is determined, the suspension controller sends control signals to the electro-hydraulic actuators, such as adjusting the opening of the proportional valve and controlling the pressure and flow rate within the hydraulic cylinder, thereby causing the hydraulic cylinder to output a force that matches the target driving force. The entire process is achieved through closed-loop control, ensuring that the actual output force remains consistent with the target force and responds promptly to changes in road surface conditions.

[0106] Part Two: The vehicle controller switches the active suspension system to the passive control mode, including: In one possible implementation, the vehicle controller disables the active force output function of the active suspension system. The vehicle controller then controls the active suspension system to enter an operating state based on its inherent damping characteristics.

[0107] Disabling the active force output function of the active suspension system aims to ensure that the active suspension system completely stops generating any active force, thereby avoiding reverse forces or undesirable forces generated due to system inertia or delay when active force should not be output. This is a crucial step in achieving passive control mode, eliminating the potential negative impacts of active control. This can be achieved by sending specific commands to the controller of the active suspension system to stop the energy supply to the actuators or the output of control signals. For example, for an electro-hydraulic pump-type active suspension, the power supply to the hydraulic pump can be cut off or the control valve can be closed. For a linear motor-type active suspension, the power supply to the motor can be stopped or its drive signal can be released. Furthermore, the actuators of the active suspension system can be decoupled from the control loop through physical or logical means, making them unable to respond to active control commands. For example, in an electro-hydraulic system, the hydraulic circuit can be depressurized or the control valve can be placed in a neutral position. In an electromechanical system, the motor can be left to rotate freely or de-energized. Controlling the active suspension system to enter a state based on its inherent damping characteristics aims to allow the system to revert to its inherent mechanical characteristics as a passive suspension after the active force output is deactivated. This means the system utilizes its own spring and damper structure to provide support and damping. This ensures that the target vehicle maintains basic suspension functionality and ride comfort even without active force intervention. This operating state can be achieved by adjusting the mechanical structure or control strategy of the active suspension system, ensuring that its dampers and springs operate solely based on their physical characteristics, unaffected by external active control signals. For example, for adjustable damping suspensions, the damping force can be set to a fixed value or a preset passive mode damping curve. For electro-hydraulic suspensions, the hydraulic valves can be ensured to allow free fluid flow, providing only mechanical damping. Alternatively, software logic can switch the active suspension system's control mode to a preset passive mode algorithm that does not generate active force but simulates the damping characteristics of a traditional passive suspension. For example, activate a passive damping model in the suspension controller that calculates the damping force based solely on the relative speed of the wheels, and ensure that the actuators respond only to this passive damping force.

[0108] Through the above implementation, when the active suspension system needs to suppress active force output, it can completely shut down the active force output function of the active suspension system and put the active suspension system into a working state based on its inherent damping characteristics. This effectively avoids the problem of reverse output of active force caused by the response delay of the active suspension system, especially under high-frequency road excitation, and can prevent residual active force or delayed response from aggravating vehicle vibration. At the same time, by returning to the inherent damping characteristics, it ensures that the target vehicle can still maintain basic suspension function and ride comfort in passive mode, thereby improving the adaptability and reliability of the active suspension system under complex road conditions and improving the passenger riding experience.

[0109] For example, when an active force control command is used to instruct the active suspension system to suppress active force output, the vehicle controller sends a "stop active force output" command to the active suspension system's suspension controller. For instance, for an electro-hydraulic pump-type active suspension system, this command could cause the hydraulic pump motor power to be cut off, or control the hydraulic valves to fully open, allowing hydraulic oil to flow freely within the damper, thereby eliminating active pressure build-up. Simultaneously, the vehicle controller activates a preset passive mode parameter set. This passive mode parameter set contains a fixed set of damping coefficients, which are pre-calibrated based on the vehicle's passive suspension characteristics. The suspension controller will no longer calculate active force based on real-time road excitation, but instead generate damping force solely based on the relative speed between the wheels and the vehicle body, through the damper's own mechanical structure. For example, the bypass valve inside the damper can be set to be fully open or closed to a specific position, providing only the inherent damping generated by fluid flowing through fixed orifices. In this way, the active suspension system can transition from an active control state to a passive operating state where damping is provided solely by its mechanical structure.

[0110] Optionally, the vehicle controller can also perform the following steps.

[0111] In one possible implementation, when the active force control command instructs the active suspension system to output active force, the vehicle controller acquires the system delay time of the active suspension system. Based on this system delay time, the vehicle controller determines the advance output time of the active force control command. The vehicle controller outputs the active force control command at this advance output time, so that the active suspension system outputs active force at the moment when active force is actually needed.

[0112] The acquisition of the system delay time of the active suspension system refers to determining the time interval between receiving a control command and the actual execution of that command, producing the expected output. This system delay time can be caused by various factors, including signal transmission delay, controller processing delay, the response time of actuators (such as hydraulic pumps and motors), and the pressure build-up time of the hydraulic circuit. Acquiring this system delay time is a prerequisite for effective compensation. The system delay time can be acquired in various ways. For example, based on the hardware characteristics and design parameters of the active suspension system, a fixed delay time value can be pre-calibrated through experimental testing or simulation analysis and stored in the vehicle controller for later retrieval. Alternatively, the system delay time can be dynamically estimated during vehicle operation by monitoring the time difference between the issuance of the control command and the actual response of the active suspension system in real time, for example, by sending a test signal and measuring the time when the actuator begins to move. Determining the advance output time of the active force control command refers to calculating the time point at which the active force control command needs to be sent in advance based on the acquired system delay time. This calculation of the advance output time aims to ensure that the active suspension system, after its inherent response delay, can begin to function precisely at the moment when the vehicle actually needs active force. For example, if the active suspension system is expected to output active force at a specific time T, and the system delay time is known to be Δt, then the advance output time of the active force control command will be determined as T-Δt. Outputting the active force control command at this advance output time means that the vehicle controller sends out the command instructing the active suspension system to output active force at the calculated advance time point. This operation is a key execution link of the delay compensation mechanism, and its purpose is to offset the inherent response delay of the active suspension system by sending the command in advance, thereby ensuring that the active force can be applied promptly and accurately when the target vehicle actually needs it.

[0113] The above implementation method overcomes the inherent response delay problem of active suspension systems, enabling the active force to be output in a timely manner when the target vehicle actually needs it. This avoids the problem of delayed main power output due to delay, or even the problem of reverse execution of active force under high-frequency road surface excitation, thereby improving the control accuracy and real-time performance of the active suspension system and further optimizing the vehicle's ride comfort and handling stability.

[0114] Figure 7 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. See also... Figure 7 The device includes: The acquisition module 701 is used to acquire the vertical motion information of the wheels and the motion information of the target vehicle when the target vehicle is in motion. The target vehicle is equipped with an active suspension system.

[0115] The determining module 702 is used to determine a first judgment result and a second judgment result based on the vertical motion information of the wheel and the motion information of the vehicle. The first judgment result is used to indicate whether the road surface where the target vehicle is currently located is a flat road surface, and the second judgment result is used to indicate whether the frequency of the road surface excitation currently received by the target vehicle is within a preset frequency range.

[0116] The generation module 703 is used to generate an active force control command for the active suspension system based on the first judgment result and the second judgment result. The active force control command is used to instruct the active suspension system to output active force or suppress active force output.

[0117] The control module 704 is used to control the active suspension system to perform corresponding operations based on the active force control command.

[0118] It should be noted that the vehicle control device provided in the above embodiments, when controlling the active suspension system, is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device can be divided into different functional modules to complete all or part of the functions described above. Furthermore, the vehicle control device and the vehicle control method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process is detailed in the method embodiments, which will not be repeated here.

[0119] This application also provides a vehicle. Figure 8 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0120] Typically, vehicle 800 includes one or more processors 801 and one or more memories 802.

[0121] Processor 801 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 801 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 801 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 801 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 801 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0122] The memory 802 may include one or more computer-readable storage media, which may be non-transitory. The memory 802 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 802 are used to store at least one computer program, which is executed by the processor 801 to implement the vehicle control method provided in the method embodiments of this application.

[0123] Those skilled in the art will understand that Figure 8 The structure shown does not constitute a limitation on vehicle 800 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0124] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0125] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described method steps to implement a vehicle control method provided in the above embodiment.

[0126] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a vehicle control method provided in the above embodiment.

[0127] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0128] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0129] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0130] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: When the target vehicle is in motion, the vertical motion information of the wheels and the vehicle motion information of the target vehicle are acquired. The target vehicle is equipped with an active suspension system. The vertical motion information of the wheels includes the vertical velocity of the front axle wheels, and the vertical velocity of the front axle wheels includes the vertical velocity of the left front wheel and the vertical velocity of the right front wheel. The vertical velocities of the left and right front wheels are filtered to obtain filtered vertical velocities of the left and right front wheels respectively. Based on the vehicle speed in the vehicle motion information, a first threshold and a second threshold are determined. The first threshold is used to dynamically adjust the standard for judging road surface flatness according to the vehicle speed, and the second threshold is used to dynamically adjust the sensitivity of the road surface excitation frequency according to the vehicle speed. Based on the first processing result and the first threshold, a first judgment result is determined. The first processing result is obtained by performing amplitude correlation processing on the filtered vertical velocities of the left and right front wheels respectively. The first judgment result is used to indicate whether the road surface currently occupied by the target vehicle is flat. Based on the second processing result and the second threshold, a second judgment result is determined. The second processing result is obtained by performing frequency correlation processing on the filtered vertical velocities of the left and right front wheels respectively. The second judgment result is used to indicate whether the frequency of the road surface excitation currently experienced by the target vehicle is within a preset frequency range. If the first judgment result indicates that the road surface where the target vehicle is currently located is not flat, and the second judgment result indicates that the frequency of the road surface excitation currently experienced by the target vehicle is within a preset frequency range, a main power control command is generated to instruct the active suspension system to output active force; otherwise, a main power control command is generated to instruct the active suspension system to suppress the output of active force. Based on the active force control command, the active suspension system is controlled to perform corresponding operations.

2. The method according to claim 1, characterized in that, The vehicle motion information includes vehicle speed. Acquiring the vertical wheel motion information and vehicle motion information of the target vehicle includes: The vertical acceleration of the front axle wheels of the target vehicle and the speed of the target vehicle are obtained. Based on the vehicle speed, the target integration method corresponding to the vertical acceleration is determined, wherein the target integration method is either reset integration or continue integration; The vertical acceleration is integrated using the target integration method to obtain the vertical motion information of the wheel.

3. The method according to claim 2, characterized in that, The wheel vertical motion information includes the vertical velocity of the front axle wheel. The process of integrating the vertical acceleration using the target integration method to obtain the wheel vertical motion information includes: When the target integration method is reset integration, the initial integration value is set to zero, and the vertical acceleration is integrated to obtain the vertical velocity of the front axle wheel. When the target integration method is to continue integration, the vertical acceleration is integrated based on the integration result of the previous moment to obtain the vertical velocity of the front axle wheel.

4. The method according to claim 1, characterized in that, The step of determining the first judgment result based on the first processing result and the first threshold includes: The absolute value of the vertical velocity of the filtered left front wheel is taken and accumulated to obtain the left front accumulated value; the absolute value of the vertical velocity of the filtered right front wheel is taken and accumulated to obtain the right front accumulated value. The first judgment result is determined based on the left front accumulated value, the right front accumulated value, and the first threshold.

5. The method according to claim 4, characterized in that, The determination of the first judgment result based on the left anterior accumulated value, the right anterior accumulated value, and the first threshold includes: If the cumulative value of the left front is greater than the first threshold and the cumulative value of the right front is greater than the first threshold, the first judgment result is determined as the first result, and the first result indicates that the road surface where the target vehicle is currently located is an uneven road surface; Otherwise, the first judgment result is determined as the second result, and the second result indicates that the target vehicle is currently on a flat road surface.

6. The method according to claim 4, characterized in that, The step of taking the absolute value of the filtered vertical velocity of the left front wheel and then accumulating it to obtain the accumulated value of the left front wheel includes: Within a preset accumulation time window, the absolute value of the filtered vertical velocity of the left front wheel is continuously sampled; The absolute values ​​obtained from each sampling are summed to obtain the initial accumulated value; The initial accumulated value is multiplied by a preset gain coefficient to obtain the left front accumulated value, where the preset gain coefficient is less than 1.

7. The method according to claim 1, characterized in that, The determination of the second judgment result based on the second processing result and the second threshold includes: A second threshold is determined based on the vehicle speed; The filtered vertical velocity of the left front wheel and the filtered vertical velocity of the right front wheel are compared with the second threshold respectively to obtain the left front comparison result and the right front comparison result. Within a preset time window, the left front comparison result and the right front comparison result are counted for zero crossings to obtain the number of left front zero crossings and the number of right front zero crossings. The second judgment result is determined based on the number of left anterior zero crossings and the number of right anterior zero crossings.

8. The method according to claim 7, characterized in that, The determination of the second judgment result based on the number of left anterior zero crossings and the number of right anterior zero crossings includes: If the number of left front zero crossings is less than a third threshold and the number of right front zero crossings is less than the third threshold, the second judgment result is determined as the third result, and the third result indicates that the frequency of the road surface excitation currently received by the target vehicle is within a preset frequency range. Otherwise, the second judgment result is determined as the fourth result, which indicates that the frequency of the road surface excitation currently received by the target vehicle is not within the preset frequency range.

9. The method according to claim 1, characterized in that, The step of generating the active force control command for the active suspension system based on the first judgment result and the second judgment result includes: When the first judgment result indicates that the road surface where the target vehicle is currently located is not flat, and the second judgment result indicates that the frequency of the road surface excitation currently received by the target vehicle is within a preset frequency range, a main power control command is generated to instruct the active suspension system to output active force. Otherwise, a main force control command is generated to instruct the active suspension system to suppress the output of active force.

10. The method according to claim 1, characterized in that, The active suspension system has an active control mode and a passive control mode. Based on the active force control command, the active suspension system is controlled to perform corresponding operations, including: When the active force control command is used to instruct the active suspension system to output active force, the active suspension system is controlled to switch to the active control mode; When the active force control command is used to instruct the active suspension system to suppress the active force output, the active suspension system is controlled to switch to the passive control mode.

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

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