Control method of vehicle attitude and vehicle

Abstract

The application discloses a vehicle attitude control method and vehicle, and belongs to the technical field of vehicle control. By introducing a feedforward compensation torque, predictive suppression of pitch motion is achieved. At the same time, combining real-time motion state information and pitch dynamics parameters of the vehicle, a feedback suppression torque is calculated to offset the inertial pitch torque in real time. This ensures that even in complex and variable driving conditions, the pitch suppression effect can match the actual dynamics of the vehicle, making up for the possible shortcomings of pure feedforward and providing immediate correction capability. After superimposing the feedforward compensation torque and the feedback suppression torque, combined with the vehicle center of mass position parameter, the active force request of each suspension actuator is generated. This torque distribution method enables the active force to act on the vehicle body efficiently and accurately, maximally suppressing the pitch motion of the vehicle and improving the handling and ride comfort of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a method for controlling vehicle attitude and a vehicle within the field of vehicle control technology. Background Technology

[0002] Traditional vehicle suspension systems primarily consist of springs and shock absorbers. Their output force depends on the suspension's deformation or movement speed, classifying them as passive or semi-active systems. While some mid-to-high-end models are equipped with air springs with adjustable stiffness or shock absorbers with adjustable damping, they still cannot actively intervene in the vehicle's attitude. When a vehicle undergoes rapid acceleration or deceleration, the body will experience significant pitching motion due to inertia. For passive suspensions, if the tuning leans towards comfort, pitch suppression is weak, resulting in a large pitch amplitude. For semi-active suspensions, while they can balance comfort and pitch suppression to some extent, their control still depends on the suspension's movement state, exhibiting response lag and the inability to actively apply suppressive torque before pitching occurs.

[0003] In related technologies, some solutions collect the vehicle's longitudinal acceleration signal and apply a counter-torque after acceleration or deceleration is detected to suppress pitch. However, such solutions rely on changes in the acceleration signal, resulting in a lag in control intervention, which affects vehicle handling and ride comfort. Summary of the Invention

[0004] This application provides a vehicle attitude control method and a vehicle. Through an active control mechanism combining feedforward and feedback, the vehicle's handling and ride comfort can be improved. The technical solution is as follows: On the one hand, a method for controlling vehicle attitude is provided, the method comprising: When the target vehicle meets the preset pitch conditions, a feedforward compensation torque is determined based on the driver operation information of the target vehicle, and a feedback suppression torque is determined based on the vehicle motion state information and pitch dynamic parameters of the target vehicle. The feedback suppression torque is used to counteract the inertial pitch torque generated by the longitudinal acceleration of the target vehicle. Based on the sum of the feedforward compensation torque and the feedback suppression torque, as well as the center of gravity position parameters of the target vehicle, the active force request of the active suspension system of the target vehicle is generated. Based on the active force request, the active suspension system is controlled to output a corresponding active force to suppress the pitch motion of the target vehicle.

[0005] On the one hand, a vehicle attitude control device is provided, the device comprising: The determination module is used to determine the feedforward compensation torque based on the driver operation information of the target vehicle when the target vehicle meets the preset pitch conditions, and to determine the feedback suppression torque based on the vehicle motion state information and pitch dynamic parameters of the target vehicle. The feedback suppression torque is used to counteract the inertial pitch torque generated by the longitudinal acceleration of the target vehicle. The generation module is used to generate the active force request of the active suspension system of the target vehicle based on the sum of the feedforward compensation torque and the feedback suppression torque and the center of gravity position parameters of the target vehicle. The control module is used to control the active suspension system to output a corresponding active force based on the active force request, so as to suppress the pitch motion of the target vehicle.

[0006] 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 method for controlling the attitude of the vehicle.

[0007] 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 attitude control method. Attached Figure Description

[0008] Figure 1 This is a schematic diagram of the implementation environment of a vehicle attitude control method provided in an embodiment of this application; Figure 2 This is a flowchart of a vehicle attitude control method provided in an embodiment of this application; Figure 3 This is a flowchart of another vehicle attitude control method provided in the embodiments of this application; Figure 4 This is a schematic diagram of a vehicle suspension provided in an embodiment of this application; Figure 5 This is a schematic diagram of another vehicle suspension provided in an embodiment of this application; Figure 6 This is a flowchart of another vehicle attitude control method provided in the embodiments of this application; Figure 7 This is a schematic diagram of the structure of a vehicle attitude control device provided in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0009] 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.

[0010] 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.

[0011] In traditional vehicle suspension systems, the generation of output force depends on the suspension deformation or speed of motion, which is a passive or semi-active control mechanism. When a vehicle accelerates or decelerates rapidly, the vehicle body tends to pitch due to inertia. Traditional vehicle suspension systems cannot actively apply a damping torque before this pitching motion occurs. The intervention of the control strategy depends on changes in the suspension's motion state or acceleration signal, resulting in a response lag in the generation of the damping torque, which affects the vehicle's dynamic response characteristics and passenger comfort.

[0012] For example, when a driver performs emergency braking on a highway, the vehicle's longitudinal acceleration changes, triggering a downward tendency in the front of the vehicle. However, because the control strategy detects changes in acceleration signals, the suspension system fails to recognize the pitching trend in time and apply a counter-torque, resulting in increased vehicle pitch and an unstable vehicle posture, causing occupants to experience discomfort from being thrown forward.

[0013] Furthermore, if the aforementioned issues are not addressed, the lag in pitch motion suppression will lead to a decrease in the vehicle's attitude control under dynamic conditions, potentially causing handling instability risks. Simultaneously, continuous pitch vibrations will exacerbate passenger discomfort and reduce the overall driving experience.

[0014] Based on this, the technical solution provided in the embodiments of this application is proposed. Using the technical solution provided in the embodiments of this application, when the vehicle meets preset pitch conditions, on the one hand, a feedforward compensation torque is generated in advance based on the driver's operation information to overcome inertial signal lag; on the other hand, a feedback suppression torque is calculated based on the vehicle's motion state and pitch dynamic parameters to counteract the inertial pitch torque generated by longitudinal acceleration. After superimposing the feedforward torque and the feedback torque, the active force request is allocated based on the vehicle's center of gravity position parameters to control the suspension system's output active force. In other words, rapid intervention is achieved through feedforward, correct suppression through feedback, and attitude balance through center of gravity allocation, thereby overall suppressing the vehicle's pitch angle to near zero under specific operating conditions, improving handling stability and ride comfort.

[0015] The implementation environment of the embodiments of this application is described below. See also... Figure 1 The implementation environment of the vehicle attitude control method provided in this application embodiment includes a vehicle controller 101 and a suspension controller 102.

[0016] 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 and process vehicle-related information. The vehicle controller 101 is communicatively connected to the suspension controller 102, and the instructions generated by the vehicle controller 101 after processing can be executed by the suspension controller 102.

[0017] After introducing the implementation environment 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.

[0018] 201. When the target vehicle meets the preset pitch conditions, the vehicle controller determines the feedforward compensation torque based on the driver operation information of the target vehicle, and determines the feedback suppression torque based on the vehicle motion state information and pitch dynamic parameters of the target vehicle. The feedback suppression torque is used to counteract the inertial pitch torque generated by the longitudinal acceleration of the target vehicle.

[0019] The target vehicle refers to the vehicle for which attitude control is required, as implemented by the technical solutions provided in this application. It can be a pure electric vehicle, a fuel-powered vehicle, or a hybrid vehicle. The target vehicle is equipped with an active suspension system. This system actively adjusts the suspension stiffness, damping, or output force based on the vehicle's motion state and control commands to improve handling and ride comfort. In some embodiments, meeting preset pitch conditions means the target vehicle has a pitch tendency, which refers to the tendency of the front or rear of the vehicle body to tilt upwards or downwards relative to the horizontal plane during longitudinal acceleration and deceleration. Driver operation information refers to signals or data generated when the driver controls the vehicle, such as brake pedal travel, accelerator pedal opening, brake master cylinder pressure, or total drive torque. This information reflects the driver's driving intentions. Feedforward compensation torque is a torque pre-calculated and applied based on driver operation information. Its purpose is to compensate before the actual pitch movement occurs, reducing the amplitude of the pitch movement. Vehicle motion state information refers to real-time dynamic data of the vehicle during driving, such as vehicle speed, longitudinal acceleration, pitch angle, and pitch angular velocity. Pitch dynamics parameters are inherent parameters used to describe the pitch motion characteristics of a vehicle, such as sprung mass, center of gravity height, pitch damping coefficient, pitch stiffness, and pitch moment of inertia. Feedback damping torque is a torque calculated and applied based on the vehicle's real-time motion state information and dynamic parameters; its purpose is to counteract or suppress pitch motion that has already occurred in real time. Inertial pitch torque is the torque generated along the vehicle's longitudinal axis during longitudinal acceleration and deceleration due to the inertia of the sprung mass, causing its center of gravity to shift relative to the suspension system, resulting in vehicle pitch.

[0020] 202. The vehicle controller generates the active force request for the active suspension system of the target vehicle based on the sum of the feedforward compensation torque and the feedback suppression torque and the center of gravity position parameters of the target vehicle.

[0021] The center of gravity position parameter describes the vehicle's center of gravity position in the vehicle coordinate system, such as the distance from the center of gravity to the front axle, the distance from the center of gravity to the rear axle, and the height of the center of gravity. The active suspension system includes multiple suspension actuators, which are the executing components of the active suspension system. These actuators generate and output active forces according to control commands, and include hydraulic actuators and electric actuators. The active force request is a force output command issued to each suspension actuator based on the calculated damping torque requirement.

[0022] 203. Based on the active force request, the vehicle controller controls the active suspension system to output the corresponding active force to suppress the pitch motion of the target vehicle.

[0023] Among them, active force refers to the force actually output by the suspension actuator according to the active force request, which is used to support the vehicle body and suppress its movement.

[0024] The technical solution provided in this application achieves predictive suppression of pitch motion by introducing a feedforward compensation torque. Simultaneously, by combining real-time vehicle motion state information and pitch dynamics parameters, a feedback suppression torque is calculated to counteract inertial pitch torque in real time. This ensures that even under complex and changing driving conditions, the pitch suppression effect matches the actual dynamics of the vehicle, compensating for potential shortcomings of simple feedforward and providing immediate correction capability. After superimposing the feedforward compensation torque and the feedback suppression torque, and combining them with the vehicle's center of gravity position parameters, the active power request for each suspension actuator is generated. This refined torque distribution allows the active force to act efficiently and accurately on the vehicle body, maximizing the suppression of pitch motion. In summary, the technical solution provided in this application, through an active control mechanism combining feedforward and feedback, solves the lag problem in pitch suppression in related technologies, improving vehicle handling and ride comfort.

[0025] It should be noted that steps 201-203 above are a simplified explanation of the vehicle attitude control method provided in the embodiments of this application. The following will provide a more detailed explanation of the vehicle attitude control method provided in the embodiments of this application, using 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.

[0026] 301. The vehicle controller determines whether the target vehicle meets the preset pitch conditions.

[0027] In one possible implementation, the vehicle controller acquires driver operation information and vehicle motion state information of the target vehicle. Based on the driver operation information and vehicle motion state information, the vehicle controller determines whether the target vehicle has a transient change in longitudinal acceleration. If a transient change in longitudinal acceleration is determined, the vehicle controller determines that the target vehicle meets preset pitch conditions.

[0028] The driver operation information reflects the driver's intention to control the longitudinal movement of the target vehicle. For example, braking operation information can be obtained through a brake master cylinder pressure sensor installed in the braking system or a brake plunger stroke sensor at the brake pedal, or accelerator pedal opening information can be obtained through an accelerator pedal position sensor. Additionally, the total drive torque output from the engine control unit (ECU) or the brake pressure signal provided by the brake control unit (BCU) can be obtained through an internal vehicle communication network (such as the CAN bus). The vehicle motion state information describes the current dynamic behavior and kinematic parameters of the target vehicle. For example, longitudinal acceleration, pitch rate, and pitch angle can be obtained through an inertial measurement unit (IMU), vehicle speed through wheel speed sensors, or position and speed information of the target vehicle through a global positioning system (GPS) module. Determining whether there is a transient change in longitudinal acceleration in the target vehicle is used to identify whether the target vehicle is about to or is currently experiencing rapid acceleration or deceleration, as these are direct causes of pitch movement tendencies in the target vehicle. This determination can be based on a preset threshold.

[0029] In the above embodiments, the vehicle's pitch motion trend can be identified. This proactive judgment mechanism allows the active suspension system to anticipate and intervene before pitch motion actually occurs or becomes significant, based on the driver's potential operating intentions and the vehicle's early dynamic response. This not only avoids unnecessary control intervention during smooth vehicle operation, thus saving system resources and improving ride comfort, but also ensures timely and effective intervention during critical moments such as rapid acceleration or deceleration, thereby improving the response speed and control precision of pitch suppression, and ultimately enhancing vehicle handling stability and ride comfort.

[0030] To provide a clearer explanation of the above implementation methods, the following describes the method used in the above implementation methods to determine whether the target vehicle has a transient change in longitudinal acceleration based on the driver's operation information and the vehicle's motion state information.

[0031] In one possible implementation, the vehicle controller acquires the longitudinal acceleration and vehicle speed from the vehicle's motion state information. If the driver's operation information meets preset operation conditions, or if the longitudinal acceleration meets preset acceleration conditions, the vehicle controller determines whether the vehicle speed exceeds a preset speed threshold. If the vehicle speed exceeds the preset speed threshold and the duration exceeds a preset time, the vehicle controller determines that the target vehicle has a transient change in longitudinal acceleration. Otherwise, the vehicle controller determines that the target vehicle does not have a transient change in longitudinal acceleration.

[0032] In this context, longitudinal acceleration refers to the acceleration of the target vehicle along its longitudinal axis, and is defined as the rate of change of the vehicle's velocity in the forward or backward direction. Longitudinal acceleration can be measured in real time using a triaxial accelerometer (e.g., a microelectromechanical system (MEMS) accelerometer) installed near the vehicle's center of gravity, or estimated using a vehicle dynamics model combined with data from wheel speed sensors, engine torque sensors, etc. Vehicle speed refers to the instantaneous velocity of the target vehicle relative to the ground, and is defined as the speed at which the vehicle is moving. Vehicle speed can be calculated using wheel speed sensors combined with wheel radius data, or obtained through a Global Positioning System (GPS) module. Preset operating conditions refer to specific conditions used to determine whether driver operation has triggered a pitch motion trend judgment. For example, these can be set to an accelerator pedal opening greater than a certain value, or brake master cylinder pressure greater than a certain value. Preset operating conditions are typically determined through empirical data, vehicle testing, or simulation analysis. Preset acceleration conditions refer to specific conditions used to determine whether the vehicle's longitudinal acceleration has triggered a pitch motion trend judgment. For example, these can be set to an absolute value of longitudinal acceleration greater than a certain threshold, or a rate of change of longitudinal acceleration greater than a certain threshold. Preset acceleration conditions can also be determined through vehicle dynamics analysis or actual testing. A preset speed threshold is the minimum speed value required to determine if the vehicle's current speed is sufficient to produce significant pitch motion. The preset speed threshold can be set according to vehicle type, suspension characteristics, and desired comfort level; for example, it can be set to 10 km / h or 20 km / h. Duration refers to the length of time the target vehicle meets a specific condition (e.g., speed exceeding the preset speed threshold). This can be achieved through a timer or counter within the vehicle controller; for example, checking the condition at regular intervals (e.g., 10 milliseconds) and accumulating the time elapsed. Preset time refers to the minimum duration required to determine transient changes in longitudinal acceleration. The preset time can be set according to the target vehicle's response characteristics, the driver's perception habits, and the system's tolerance for misjudgments; for example, it can be set to 0.1 seconds or 0.2 seconds. Transient changes in longitudinal acceleration refer to significant changes in longitudinal acceleration that occur within a short period, usually accompanied by rapid acceleration or deceleration by the driver, and are the primary cause of vehicle pitch motion. If none of the above conditions (i.e., the vehicle speed is greater than the preset vehicle speed threshold and the duration exceeds the preset time) are met, the current vehicle state is determined not to be a transient change in longitudinal acceleration.

[0033] In the above implementation, by acquiring longitudinal acceleration and vehicle speed as basic data, the real-time nature and accuracy of the judgment are ensured, avoiding deviations that may be caused by a single information source. Vehicle speed threshold judgment is only performed when the driver's operation information meets preset operation conditions or the longitudinal acceleration meets preset acceleration conditions. This mechanism limits the triggering scenarios for judgment, preventing misjudgments under irrelevant conditions such as when the vehicle is stationary or traveling at low speed, and improving the specificity of the judgment. Furthermore, introducing a dual judgment condition—vehicle speed exceeding a preset speed threshold and the duration exceeding a preset time—ensures that the identified transient changes in longitudinal acceleration are significant and continuous, rather than brief signal fluctuations or noise, thereby reducing judgment lag and improving the reliability of the judgment.

[0034] To provide a clearer explanation of the above embodiments, the following describes the method for determining whether the vehicle speed exceeds a preset vehicle speed threshold when the driver's operation information meets preset operation conditions or the longitudinal acceleration meets preset acceleration conditions.

[0035] In one possible implementation, if the driver operation information includes brake master cylinder pressure and the brake master cylinder pressure is greater than a brake master cylinder pressure threshold, the vehicle controller determines whether the vehicle speed is greater than a braking speed threshold. Alternatively, if the driver operation information includes brake master cylinder pressure and the rate of change of the brake master cylinder pressure is greater than a brake master cylinder pressure change rate threshold, the vehicle controller determines whether the vehicle speed is greater than the braking speed threshold. Alternatively, if the longitudinal acceleration is less than a deceleration acceleration threshold, the vehicle controller determines whether the vehicle speed is greater than the braking speed threshold. Alternatively, if the driver operation information includes accelerator pedal opening and the accelerator pedal opening is greater than an accelerator pedal opening threshold, the vehicle controller determines whether the vehicle speed is greater than an acceleration speed threshold. Alternatively, if the driver operation information includes accelerator pedal opening and the rate of change of the accelerator pedal opening is greater than an accelerator pedal opening change rate threshold, the vehicle controller determines whether the vehicle speed is greater than the acceleration speed threshold. Alternatively, if the longitudinal acceleration is greater than an acceleration threshold, the vehicle controller determines whether the vehicle speed is greater than the acceleration speed threshold.

[0036] The brake master cylinder pressure refers to the hydraulic pressure inside the brake master cylinder in the vehicle's braking system. It directly reflects the intensity of the braking force applied by the driver and is typically measured in real-time by a pressure sensor mounted on the master cylinder. The brake master cylinder pressure threshold is a preset pressure reference value used to determine whether the driver has applied sufficient braking force to trigger braking (especially in emergency braking situations). This threshold can be calibrated based on vehicle type, driving mode, or empirical data. The rate of change of brake master cylinder pressure refers to the rate at which the pressure changes over time, reflecting the urgency of the driver's braking force. It can be obtained by differential or filtered processing of the brake master cylinder pressure signal. The braking speed threshold is a preset vehicle speed reference value used to determine whether the current vehicle speed meets the conditions for pitch suppression during braking. This threshold can be set based on the vehicle's dynamic characteristics and comfort requirements. Longitudinal acceleration refers to the acceleration of the vehicle along its longitudinal axis, reflecting the intensity of acceleration or deceleration. It is typically measured using an inertial measurement unit (IMU) or an acceleration sensor, or it can be calculated by differentiating the vehicle speed signal. The deceleration threshold is a preset negative acceleration reference value used to determine whether the vehicle is undergoing significant deceleration. When the longitudinal acceleration is less than this threshold, it indicates that the vehicle is experiencing a strong deceleration process. Accelerator pedal opening refers to the degree to which the accelerator pedal is depressed by the driver, usually expressed as a percentage or angle, directly reflecting the driver's acceleration intention. It is measured by an accelerator pedal position sensor. The accelerator pedal opening threshold is a preset accelerator pedal opening reference value used to determine whether the driver has applied a sufficiently strong acceleration intention to trigger an acceleration condition (especially rapid acceleration). The accelerator pedal opening threshold can be calibrated according to vehicle type and driving mode. The rate of change of accelerator pedal opening refers to the rate at which the accelerator pedal opening changes over time, reflecting the degree of acceleration applied by the driver. The rate of change of accelerator pedal opening can be obtained by differential or filtering the accelerator pedal opening signal. The acceleration speed threshold is a preset vehicle speed reference value used to determine whether the current vehicle speed reaches the condition requiring pitch suppression during acceleration. The acceleration speed threshold can be set according to the vehicle's dynamic characteristics and comfort requirements. Preset operating conditions refer to a series of judgment conditions related to driver operation, such as brake master cylinder pressure exceeding a specific threshold or accelerator pedal opening exceeding a specific threshold, used to identify specific driving intentions of the driver. Preset acceleration conditions refer to a series of judgment conditions related to the longitudinal acceleration of the vehicle, such as longitudinal acceleration less than or greater than a deceleration acceleration threshold, used to identify specific motion states of the vehicle. Preset speed threshold is a general concept, representing a specific speed threshold used to determine whether the vehicle speed meets the conditions under different operating conditions (braking or acceleration), such as braking speed threshold or acceleration speed threshold.

[0037] The above implementation improves the accuracy and response speed of identifying transient changes in vehicle longitudinal acceleration. By comprehensively considering driver operation information (such as brake master cylinder pressure, accelerator pedal opening and its rate of change) and vehicle motion state information (such as longitudinal acceleration), and setting multiple judgment conditions for braking and acceleration respectively, misjudgments or delays that may be caused by a single judgment condition are avoided. For example, in the early stage when the driver's operation intention is clear but the vehicle acceleration has not yet been fully established, the trend can be identified in advance by the rate of change of operation information. When the driver's operation is not obvious but the vehicle has already produced significant acceleration or deceleration, the longitudinal acceleration signal can be used for supplementary judgment. This refined judgment mechanism allows the vehicle controller to be accurately triggered at the beginning of the pitch motion trend, thus gaining valuable time for the generation of feedforward compensation torque and feedback suppression torque, improving the timeliness and effectiveness of the active suspension system in suppressing vehicle pitch motion, and thus improving the vehicle's ride comfort and handling stability.

[0038] For example, the vehicle controller continuously monitors signals from the brake master cylinder pressure sensor, accelerator pedal position sensor, and inertial measurement unit (IMU). When the driver suddenly presses the brake pedal, the brake master cylinder pressure sensor can detect a rapid increase in brake master cylinder pressure. For instance, if the brake master cylinder pressure exceeds a preset brake master cylinder pressure threshold, the vehicle controller triggers a speed determination. Simultaneously, the vehicle controller calculates the rate of change of brake master cylinder pressure. If this rate of change exceeds a preset brake master cylinder pressure rate of change threshold, a speed determination is also triggered. Furthermore, if the longitudinal acceleration detected by the vehicle controller via the IMU is less than a preset deceleration acceleration threshold, it indicates that the vehicle is undergoing rapid deceleration, which also triggers a speed determination. If any of the above conditions are met, the vehicle controller acquires the current vehicle speed and compares it with a preset braking speed threshold. If the current vehicle speed is greater than the braking speed threshold, the vehicle controller further determines that the target vehicle has a transient change in longitudinal acceleration. Similarly, when the driver suddenly depresses the accelerator pedal, the vehicle controller can detect a rapid increase in the accelerator pedal opening via the accelerator pedal position sensor. For example, when the accelerator pedal opening exceeds a preset threshold, it triggers a speed determination. If the rate of change of the accelerator pedal opening exceeds a preset threshold, it also triggers a speed determination. Furthermore, if the longitudinal acceleration detected by the IMU is greater than a preset acceleration threshold, it indicates that the vehicle is accelerating rapidly, which also triggers a speed determination. When any of the above conditions are met, the accelerator pedal opening acquires the current vehicle speed and compares it with a preset acceleration speed threshold. If the current vehicle speed is greater than this threshold, the accelerator pedal opening further determines that the target vehicle has a transient change in longitudinal acceleration. This multi-condition determination allows for accurate and timely assessment of whether the vehicle speed meets the pitch suppression conditions in different driving scenarios.

[0039] 302. When the target vehicle meets the preset pitch conditions, the vehicle controller determines the feedforward compensation torque based on the driver's operation information of the target vehicle.

[0040] In one possible implementation, when the target vehicle meets preset pitch conditions, the vehicle controller determines a base torque based on the driver's operation information, which represents the driver's intention to control the longitudinal motion of the target vehicle. The vehicle controller then determines a feedforward compensation torque based on the base torque and the target vehicle's speed. This feedforward compensation torque is used to pre-generate a pitch suppression torque before the target vehicle experiences a change in longitudinal acceleration.

[0041] The base torque refers to the initial torque value directly related to the driver's intention, serving as the starting point for subsequent calculations of the feedforward compensation torque. The longitudinal motion control intention refers to the driver's desire for the target vehicle to accelerate, decelerate, or maintain its current speed. For example, pressing the accelerator pedal indicates an acceleration intention, while pressing the brake pedal indicates a deceleration intention. The longitudinal motion control intention forms the basis for feedforward control because it reflects impending motion changes earlier than the actual vehicle motion state (such as longitudinal acceleration). Vehicle speed is a key dynamic parameter affecting the vehicle's pitch response because the inertial characteristics and sensitivity to changes in longitudinal acceleration differ at different speeds. For example, at high speeds, the same change in longitudinal acceleration may result in more pronounced pitch motion, while at low speeds it may be relatively smaller. Determining the feedforward compensation torque involves modifying and adjusting the torque based on the base torque and the target vehicle's current speed to obtain the final feedforward compensation torque used for pitch suppression. Pre-generating pitch suppression torque refers to actively applying a counteracting torque to counteract or mitigate the pitch tendency before the target vehicle actually experiences a significant change in longitudinal acceleration (such as rapid acceleration or deceleration) and causes the vehicle body to pitch. This "pre-emptive" characteristic is the core advantage of feedforward control. By predicting driver intentions and vehicle dynamics, it intervenes in advance, thereby avoiding the lag of traditional feedback control.

[0042] In the above implementation, by combining the base torque determined by the driver's operating information with the target vehicle's speed, the magnitude and timing of changes in the vehicle's longitudinal acceleration can be predicted earlier and more accurately. This allows the feedforward compensation torque to be generated in advance before the target vehicle actually experiences changes in longitudinal acceleration, thereby improving the predictability and timeliness of pitch suppression control. When the target vehicle experiences rapid acceleration or deceleration, it can counteract or mitigate the vehicle's pitch motion, thereby improving the target vehicle's handling stability, ride comfort, and driver confidence.

[0043] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0044] Part 1: The vehicle controller determines the basic torque based on the driver's operation information.

[0045] In one possible implementation, when the driver operation information includes brake master cylinder pressure and brake plunger stroke, the vehicle controller determines a first base torque based on the brake master cylinder pressure and a second base torque based on the brake plunger stroke, using the maximum value of the first and second base torques as the base torque. When the driver operation information includes total drive torque, the vehicle controller determines the base torque based on the total drive torque.

[0046] When the driver's operation information includes master cylinder pressure and brake plunger stroke, it indicates that the target vehicle is in braking condition. When the driver's operation information includes total drive torque, it indicates that the target vehicle is in acceleration condition. The first base torque is a fundamental torque calculated based on master cylinder pressure, representing the driver's braking intention. This first base torque can be converted from master cylinder pressure to a torque value related to the vehicle's pitch tendency using a preset mapping relationship, lookup table, or mathematical model. For example, it can be obtained by multiplying the master cylinder pressure by a preset coefficient or through a nonlinear function mapping. The second base torque is a fundamental torque calculated based on brake plunger stroke, representing the driver's braking intention. Similar to the first base torque, the second base torque can also be converted from brake plunger stroke to a torque value related to the vehicle's pitch tendency using a preset mapping relationship, lookup table, or mathematical model. For example, it can be calculated by multiplying the brake plunger stroke by a gain factor or through a piecewise linear function. Using the maximum value of the first and second base torques as the base torque aims to improve the accuracy and robustness of the base torque determination. During braking, both the master cylinder pressure and brake plunger stroke reflect the driver's braking intention, but there may be differences in response speed, measurement accuracy, or signal noise. By taking the maximum of the two, it can be ensured that the driver's strongest braking intention is captured even when either parameter signal is stronger or the response is faster, thus providing a more timely and reliable input for feedforward compensation. Total drive torque refers to the total torque output from the vehicle's powertrain (such as the engine or electric motor) and transmitted to the wheels. Total drive torque directly reflects the driver's acceleration intention and acceleration intensity. Total drive torque can be obtained through the vehicle's powertrain controller (such as the ECU or VCU), or calculated by measuring engine torque, electric motor torque, and combining them with the transmission ratio. Determining the base torque based on the total drive torque is crucial. Under acceleration conditions, total drive torque is the most direct and usually most accurate parameter reflecting the driver's acceleration intention. Therefore, the base torque can be directly determined based on the total drive torque. This can be achieved through preset mapping relationships, lookup tables, or mathematical models, converting the total drive torque into a torque value related to the vehicle's pitch tendency. For example, it can be calculated based on a dynamic model established using parameters such as total driving torque, vehicle center of gravity height, and wheelbase.

[0047] In the above embodiments, when determining the base torque required for feedforward compensation, a more refined and robust strategy can be adopted based on the specific type of driver operation information. Under braking conditions, by comprehensively considering the master cylinder pressure and brake plunger stroke, and selecting the maximum value of the torques calculated from both as the base torque, the influence of measurement errors, response lag, or signal fluctuations that may exist with a single parameter on the accuracy of the base torque is avoided. This multi-parameter fusion and optimization strategy can capture the driver's braking intention more promptly and accurately, especially in scenarios such as emergency braking where the driver's operating intentions are strong and change rapidly, providing more reliable predictive information. Under acceleration conditions, the base torque is determined directly based on the total driving torque, simplifying the calculation process and improving response speed. This mechanism of selecting the optimal parameter processing method according to different operating conditions enhances the accuracy and robustness of the base torque determination, laying a solid foundation for the accurate generation of subsequent feedforward compensation torque.

[0048] For example, when the target vehicle is braking, the vehicle controller obtains the current brake master cylinder pressure signal from the brake master cylinder pressure sensor, such as BrkPress. Simultaneously, it obtains the current brake plunger stroke signal from the brake pedal position sensor, such as BrkPedalStroke. The vehicle controller has two pre-stored mapping relationships or lookup tables. The first mapping relationship converts the brake master cylinder pressure BrkPress into a first basic torque M. brka1 For example, M brka1 =k1×BrkPress+b1, where k1 and b1 are preset coefficients. The second set of mapping relationships can convert the brake plunger stroke BrkPedalStroke into the second basic torque M. brka2 For example, M brka2 =k2×BrkPedalStroke 2 Where k2 is a preset nonlinear coefficient. The vehicle controller calculates M. brka1 and M brka2 Then, the two values ​​will be compared, and the larger one will be selected as the final base torque M. brk For example, if M brka1 50 N·m, M brka2 If the value is 60 N·m, then the final foundation torque M brk The value is determined to be 60 N·m. As another specific implementation, when the vehicle is accelerating, the vehicle controller obtains the current total driving torque (TotalDrvTorq) of the engine or motor from the powertrain controller. The vehicle controller has a pre-stored mapping relationship or lookup table that can directly convert the total driving torque (TotalDrvTorq) into the base torque (M). brk For example, M brk=k3×TotalDrvTorq, where k3 is a preset proportional coefficient. In this way, the vehicle controller can quickly and accurately determine the basic torque directly based on the driver's acceleration intention.

[0049] Part Two: The vehicle controller determines the feedforward compensation torque based on the base torque and the vehicle speed of the target vehicle.

[0050] In one possible implementation, the vehicle controller determines a speed compensation coefficient based on the vehicle speed. The vehicle controller then uses the product of the base torque and the speed compensation coefficient as the feedforward compensation torque.

[0051] The vehicle speed compensation coefficient changes in real time based on the target vehicle's current speed. Its function is to ensure that the applied feedforward compensation torque matches the dynamic response characteristics of the target vehicle at different speeds and the driver's actual needs for pitch suppression. In some embodiments, the vehicle speed compensation coefficient can be determined in various ways. For example, a mapping table between vehicle speed and the vehicle speed compensation coefficient can be pre-stored in the vehicle controller. This mapping table, calibrated and optimized based on extensive vehicle test data or high-precision simulation models, reflects the sensitivity and suppression requirements of the target vehicle's pitch motion during longitudinal acceleration and deceleration in different speed ranges. For instance, when the target vehicle is traveling at a lower speed, its sensitivity to pitch motion may be relatively low, and the corresponding vehicle speed compensation coefficient can be set to a smaller value. When the target vehicle is traveling at a higher speed, the impact of pitch motion on ride comfort and handling stability is more significant, so the corresponding vehicle speed compensation coefficient can be appropriately increased to provide a stronger suppression effect. Alternatively, a mathematical function or algorithm can be designed to calculate the vehicle speed compensation coefficient in real time. The mathematical function can be a piecewise linear function, a polynomial function, or even a more complex nonlinear function. Its input is the current speed of the target vehicle, and its output is the corresponding speed compensation coefficient. This allows for refined and continuous adjustment of the speed compensation coefficient, further optimizing the control accuracy of pitch suppression. The product of the base torque and the speed compensation coefficient is used as the feedforward compensation torque. This combines the base torque determined based on the driver's intention with the speed compensation coefficient dynamically adjusted according to the target vehicle's current speed to generate the final feedforward compensation torque. This ensures that the generated feedforward compensation torque not only reflects the driver's longitudinal motion control intention but also dynamically adjusts according to the actual operating speed of the target vehicle. Thus, an optimized pitch suppression torque adapted to the current speed can be pre-applied before the target vehicle experiences longitudinal acceleration changes. To further improve control stability and safety, a limiting or filtering stage can be introduced after calculating the feedforward compensation torque. Limiting prevents the feedforward compensation torque from exceeding the physical limits provided by the active suspension system or avoids generating excessive suppression forces that may cause discomfort. Meanwhile, applying a low-pass filter to smooth the product result can suppress control output jitter that may be caused by sensor noise or rapid signal changes, thereby improving the smoothness of the active suspension system output.

[0052] In the above implementation, by introducing a vehicle speed compensation coefficient and multiplying it by the base torque, the feedforward compensation torque can be dynamically adjusted according to the actual operating speed of the target vehicle. This allows a pitch suppression torque that is highly matched to the current vehicle speed to be applied in advance before the target vehicle experiences a change in longitudinal acceleration, avoiding undercompensation or overcompensation.

[0053] For example, in the braking condition, the above implementation can be represented by the following formula (1). In the acceleration condition, the above implementation can be represented by the following formula (2).

[0054] (1) in, This indicates the feedforward compensation torque under braking conditions. This represents the basic torque under braking conditions. This represents the vehicle speed compensation coefficient.

[0055] (2) in, This indicates the feedforward compensation torque under acceleration conditions. This represents the basic torque under acceleration conditions. This represents the vehicle speed compensation coefficient.

[0056] Another implementation of step 302 described above will be described below.

[0057] In one possible implementation, the vehicle controller acquires the current vehicle speed and road surface adhesion coefficient of the target vehicle. Based on the driver operation information and the current vehicle speed, the vehicle controller determines an initial feedforward torque. Based on the road surface adhesion coefficient, the vehicle controller determines a feedforward correction coefficient. The product of the initial feedforward torque and the feedforward correction coefficient is used as the feedforward compensation torque.

[0058] The road surface adhesion coefficient can be obtained in real time based on the tire slip ratio of the target vehicle, acceleration sensor data, road surface type identified by environmental perception systems (such as cameras and radar), or through vehicle dynamics models. Alternatively, it can be a preset value selected by the driving mode or driver. The initial feedforward torque is determined to initially quantify the pitch suppression requirement corresponding to the driver's intention and make preliminary adjustments to this requirement based on the current vehicle speed. For example, a preset two-dimensional lookup table or function mapping relationship can be used, taking driver operation information (such as brake master cylinder pressure) and current vehicle speed as input, to output the corresponding initial feedforward torque. The feedforward correction coefficient adjusts the initial feedforward torque according to actual road conditions to adapt to the influence of different road surface adhesion levels on the vehicle's pitch response. For example, on low-adhesion roads (such as icy or snowy roads), the vehicle's longitudinal acceleration response will be weakened, and the feedforward compensation torque may need to be reduced to avoid over-suppression. On high-adhesion roads (such as dry asphalt roads), the vehicle response is more sensitive, and a larger compensation torque may be needed. The feedforward correction coefficient can be obtained by taking the road surface adhesion coefficient as input using a preset lookup table or function relationship, and outputting the corresponding feedforward correction coefficient.

[0059] The above technical solution considers the current vehicle speed and road adhesion coefficient when determining the feedforward compensation torque, making the calculation of the compensation torque more accurate and adaptable. This solves the problems of insufficient accuracy of the compensation torque and inability to adapt to different vehicle speeds and road conditions in related technologies, thereby avoiding unsatisfactory pitch suppression effects or lag in response.

[0060] To provide a clearer explanation of the above implementation methods, the method by which the vehicle controller determines the initial feedforward torque based on the driver's operation information and the current vehicle speed will be further explained below.

[0061] In one possible implementation, when the driver operation information includes brake master cylinder pressure or brake plunger stroke, the vehicle controller determines a base braking torque based on the brake master cylinder pressure or brake plunger stroke, and determines a braking speed correction coefficient based on the current vehicle speed. The vehicle controller then uses the product of the base braking torque and the braking speed correction coefficient as the initial feedforward torque. When the driver operation information includes total drive torque, the vehicle controller determines a base acceleration torque based on the total drive torque, and determines an acceleration speed correction coefficient based on the current vehicle speed. The vehicle controller then uses the product of the base acceleration torque and the acceleration speed correction coefficient as the initial feedforward torque.

[0062] Specifically, if the driver's operation information includes the master cylinder pressure and brake plunger stroke, it indicates that the target vehicle is in braking mode. If the driver's operation information includes the total drive torque, it indicates that the target vehicle is in acceleration mode.

[0063] Through the above implementation method, the influence of the driver's operating intention and the current vehicle speed on the vehicle's pitch motion is considered when determining the initial feedforward torque. During braking or acceleration, by multiplying the base torque determined by the driver's operating information with the vehicle speed correction coefficient, the initial feedforward torque can dynamically adapt to the vehicle's dynamic characteristics at different speeds. This solves the problem in related technologies where the compensation torque does not match the actual operating conditions due to neglecting the vehicle speed factor, thus improving the accuracy and response speed of the feedforward compensation torque.

[0064] 303. The vehicle controller determines the feedback suppression torque based on the vehicle motion state information of the target vehicle and the pitch dynamics parameters of the target vehicle. The feedback suppression torque is used to counteract the inertial pitch torque generated by the longitudinal acceleration of the target vehicle.

[0065] In one possible implementation, the vehicle controller determines the inertial pitch moment component based on the longitudinal acceleration in the vehicle motion state information, the sprung mass in the pitch dynamics parameters, and the center of gravity height in the pitch dynamics parameters. The vehicle controller determines the damped pitch moment component based on the pitch angular velocity in the vehicle motion state information and the pitch damping coefficient in the pitch dynamics parameters, where the pitch damping coefficient represents the proportional relationship between the damping moment and the pitch angular velocity during pitch motion. The vehicle controller determines the stiffness pitch moment component based on the pitch angle in the vehicle motion state information and the pitch stiffness in the pitch dynamics parameters. The vehicle controller determines the feedback suppression torque based on the inertial pitch moment component, the damped pitch moment component, and the stiffness pitch moment component.

[0066] Longitudinal acceleration refers to the degree of acceleration or deceleration of the target vehicle along its longitudinal axis. It is typically acquired directly by the vehicle's inertial measurement unit (IMU) or estimated using wheel speed sensors in conjunction with a vehicle dynamics model. Sprout mass refers to the total mass of all components above the target vehicle's active suspension system, including the body, passengers, and cargo. Sprout mass is an inherent property determined during the vehicle's design phase and can also be estimated in real-time using the vehicle's load sensors. See also... Figure 4 Traditional suspension vehicles (e.g., the 400) include four suspensions: front left, front right, rear left, and rear right. Figure 4 In the coordinate system, x represents the horizontal axis of vehicle 400, y represents the vertical axis of vehicle 400, and z represents the vertical axis of vehicle 400. θ Indicates the roll angle. φ Indicates the pitch angle; a simplified diagram of each suspension structure is shown below. Figure 5As shown, the vehicle includes a spring with stiffness K, a shock absorber with damping coefficient C, a wheel with mass m1, and sprung mass m2. Some models on the market may be equipped with air springs with variable stiffness K or adjustable damping shock absorbers with variable damping C. Both only exert passive force (e.g., a spring only exerts force when deformation occurs, and a shock absorber only exerts damping force when its speed changes). When a vehicle experiences rapid acceleration or deceleration, for vehicles with non-adjustable stiffness and damping coefficients, if the tuning prioritizes comfort, the ability to suppress pitch is weakened, resulting in a large pitch amplitude. For vehicles with adjustable damping coefficients, comfort and pitch suppression can be balanced to some extent, but since it is still a passive force, the ability to suppress pitch is limited. Center of mass height refers to the vertical height of the vehicle's overall center of mass from the ground. Center of mass height is also an inherent attribute determined during the vehicle design phase or calibrated through vehicle tilt tests. The inertial pitch moment component is the torque generated by the inertial force acting on the height of the center of gravity due to changes in the vehicle's longitudinal acceleration. Its magnitude is related to the product of longitudinal acceleration, sprung mass, and height of the center of gravity, and it is one of the main factors causing vehicle pitch motion. Pitch angular velocity refers to the angular velocity of the vehicle's rotation about its lateral axis, reflecting the severity of the vehicle's pitch motion. It is usually measured directly by a gyroscope in an inertial measurement unit (IMU) or indirectly obtained by differentiating the suspension displacement sensor signal. The pitch damping coefficient is a parameter characterizing the energy dissipation capability of the vehicle's suspension system during pitch motion. It reflects the proportional relationship between the damping torque and the pitch angular velocity. The pitch damping coefficient can be calculated from the design parameters of the target vehicle's active suspension system or calibrated through bench testing. This damping pitch moment component is the torque generated by damping during vehicle pitch motion. Its direction is usually opposite to the pitch angular velocity direction, used to suppress pitch oscillations. Its magnitude is related to the product of the pitch angular velocity and the pitch damping coefficient. The pitch angle refers to the tilt angle of the target vehicle body relative to the horizontal plane, reflecting the vehicle's pitch attitude. It can be calculated by the fusion algorithm of accelerometer and gyroscope in the inertial measurement unit (IMU), or by geometric calculation using the values ​​measured by suspension displacement sensors installed on the front and rear axles of the vehicle. Pitch stiffness is a parameter characterizing the vehicle's suspension system's ability to resist pitch angle deformation. It reflects the proportional relationship between the restoring torque and the pitch angle. Pitch stiffness can be calculated by design parameters such as the stiffness of the suspension springs, their installation position, and the vehicle's wheelbase, or calibrated through whole-vehicle testing. The stiffness pitch moment component is the restoring torque generated by the elastic deformation of the suspension system when the vehicle's pitch angle changes. Its direction is usually opposite to the pitch angle direction and is used to maintain the vehicle's balance attitude. Its magnitude is related to the product of the pitch angle and the pitch stiffness. The inertial pitch moment component, the damped pitch moment component, and the stiffness pitch moment component together describe the dynamic equilibrium equation of the vehicle's pitch motion. According to classical mechanics, the pitch motion equation about the center of mass is the following formula (3): (3) in, Represents the moment of inertia. This indicates external excitation (the inertial torque generated by longitudinal acceleration). It represents the damping torque (opposite to the angular velocity). Indicates stiffness moment (opposite to angle). This indicates the control torque applied by the active suspension.

[0067] When the active suspension applies a feedback damping torque equal - At that time, complete pitch suppression can be achieved, but Since pitch is difficult to control directly, the feedback suppression torque is designed as a combination proportional to three components: the inertial pitch moment component, the damped pitch moment component, and the stiffness pitch moment component. This means the active torque needs to counteract the inertial excitation while simultaneously working with damping and stiffness terms to stabilize the motion. The pitch motion of a vehicle is a second-order dynamic system resulting from the combined effects of inertial excitation, damping dissipation, and elastic recovery. To accurately suppress pitch motion through active suspension, the feedback suppression torque needs to be designed as a combination of three components: simultaneously counteracting external inertial excitation, enhancing system damping (to accelerate convergence), and providing stiffness compensation (to eliminate steady-state deviations). The absence of any one of these components will lead to decreased control accuracy, response oscillations, or steady-state errors.

[0068] The above technical solution meticulously decomposes the feedback suppression torque into three independent torque components: inertia, damping, and stiffness. Calculations based on these components improve the accuracy and response speed of the feedback suppression torque. This refined approach allows for more accurate identification and quantification of various physical factors causing pitch motion, thus avoiding potential issues of insufficient suppression precision or response lag in related technologies. By specifically counteracting inertial torque, suppressing damping oscillations, and compensating for stiffness deformation, the inertial pitch torque generated by longitudinal acceleration of the target vehicle can be more effectively counteracted, comprehensively suppressing the vehicle's pitch motion and thereby improving the vehicle's attitude stability, handling, and ride comfort during acceleration and deceleration.

[0069] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0070] Part 1: The vehicle controller determines the inertial pitch moment component based on the longitudinal acceleration in the vehicle's motion state information, the sprung mass in the pitch dynamics parameters, and the center of mass height in the pitch dynamics parameters.

[0071] In one possible implementation, the vehicle controller multiplies the longitudinal acceleration, the sprung mass, and the center of gravity height to obtain the inertial pitch moment component.

[0072] For example, the above implementation method is represented by the following formula (4).

[0073] M1= (4) Where M1 represents the inertial pitching moment component, with units of N·m; This indicates the sprung mass, expressed in kg. This represents longitudinal acceleration, with units of m / s². This indicates the height of the center of mass, in meters (m).

[0074] Part Two: The vehicle controller determines the damping pitch moment component based on the pitch angular velocity in the vehicle's motion state information and the pitch damping coefficient in the pitch dynamics parameters.

[0075] In one possible implementation, the vehicle controller multiplies the pitch angular velocity and the pitch damping coefficient to obtain the damped pitch moment component.

[0076] For example, the above implementation method is represented by the following formula (5).

[0077] (5) in, This represents the damping pitch moment component, with units of N·m; This represents the pitch damping coefficient, with units of N·m·s / rad; This represents the pitch angular velocity, measured in rad / s.

[0078] Part Three: The vehicle controller determines the stiffness pitch moment component based on the pitch angle in the vehicle's motion state information and the pitch stiffness in the pitch dynamics parameters.

[0079] In one possible implementation, the vehicle controller multiplies the pitch angle and the pitch stiffness to obtain the stiffness pitch moment component.

[0080] For example, the above implementation method is represented by the following formula (6).

[0081] (6) in, This represents the stiffness pitching moment component, with units of N·m; This represents the pitch angle, measured in rad. The pitch stiffness is an inherent parameter of the vehicle, measured in N·m / rad. In the embodiments of this application, the function of the stiffness pitch moment component is to correct the pitch angle towards 0° when a pitch angle has already been generated.

[0082] Part Four: The vehicle controller determines the feedback suppression torque based on the inertial pitch moment component, the damped pitch moment component, and the stiffness pitch moment component.

[0083] In one possible implementation, the vehicle controller acquires a first correction coefficient corresponding to the inertial pitch moment component, a second correction coefficient corresponding to the damped pitch moment component, and a third correction coefficient corresponding to the stiffness pitch moment component. The vehicle controller multiplies the inertial pitch moment component by the first correction coefficient to obtain the first corrected torque component, multiplies the damped pitch moment component by the second correction coefficient to obtain the second corrected torque component, and multiplies the stiffness pitch moment component by the third correction coefficient to obtain the third corrected torque component. The vehicle controller then superimposes the first, second, and third corrected torque components to obtain the total corrected torque. Finally, the vehicle controller inverts the total corrected torque to obtain the feedback suppression torque.

[0084] The first, second, and third correction coefficients are parameters used to dynamically adjust the relative contributions of the inertial pitch moment component, the damped pitch moment component, and the stiffness pitch moment component to the final feedback suppression torque. These correction coefficients can be calculated in real time or obtained through preset mapping relationships based on the vehicle's real-time operating conditions, such as vehicle speed, longitudinal acceleration, road adhesion conditions, and driver intent. For example, under high-speed rapid acceleration or deceleration conditions, the first correction coefficient corresponding to the inertial pitch moment component can be set to a higher value to quickly suppress changes in vehicle attitude. In low-speed, stable driving scenarios or those requiring high comfort, the second correction coefficient corresponding to the damped pitch moment component and the third correction coefficient corresponding to the stiffness pitch moment component can be optimized to balance the suppression effect with ride comfort. The role of the first correction torque component is to adjust the weight of the inertial pitch effect caused by longitudinal acceleration based on the actual operating conditions of the vehicle when determining the feedback suppression torque. For example, in certain driving scenarios, even if the target vehicle has a large longitudinal acceleration, to avoid excessive suppression leading to ride discomfort, the proportion of the inertial pitch moment component in the total suppression moment can be appropriately reduced by adjusting the first correction coefficient, thereby achieving smoother attitude control. The second correction moment component optimizes the energy dissipation effect during pitch motion based on the real-time pitch motion state of the target vehicle and driving needs. For example, when the vehicle experiences severe pitch oscillations, the second correction coefficient can be increased to enhance the damping effect, thus quickly attenuating the oscillations. During smooth driving, the second correction coefficient can be decreased to reduce unnecessary damping forces and improve ride comfort. The third correction moment component dynamically adjusts the active suspension system's ability to resist pitch angle deformation based on changes in vehicle load, road conditions, or the driver's preference for handling stability. For example, under heavy loads or high-speed cornering, the third correction coefficient can be increased to improve the equivalent stiffness of the suspension, enhance body support, and thus maintain better attitude stability. When driving under light loads or on bumpy roads, the third correction factor can be reduced to provide a softer suspension response and improve comfort. The superposition can be a simple linear summation, a weighted summation based on a specific control strategy, or a nonlinear fusion. Its core purpose is to combine the pitch effects from three different physical sources—inertia, damping, and stiffness—after independent weighting adjustments, into a unified, comprehensive torque that fully reflects the current vehicle pitch trend and suppression requirements. This allows the final feedback suppression torque to comprehensively and balancedly consider various influencing factors. Since the total correction torque represents the vehicle's current pitch trend (e.g., nose-up or nose-down), inverting it yields a torque in the opposite direction, namely the feedback suppression torque. This feedback suppression torque serves as the target for the active suspension system's output force, directly counteracting or suppressing the vehicle's pitch motion.For example, if the total correction torque indicates that the vehicle has an upward pitching tendency, the feedback suppression torque obtained by reversing it will be a downward pitching torque, thereby actively lowering the front of the vehicle and achieving pitch suppression.

[0085] In the above implementation, by introducing a first correction coefficient, a second correction coefficient, and a third correction coefficient, and enabling these correction coefficients to be dynamically adjusted according to the real-time operating conditions of the target vehicle, fine-grained control of the contribution of each pitch moment component is achieved. For example, under dynamic conditions such as rapid acceleration or deceleration, the weight of the inertial pitch moment component can be appropriately increased to achieve faster and stronger pitch suppression. In scenarios of smooth driving or high comfort requirements, the weights of the damping and stiffness moment components can be adjusted to provide smoother and more gentle attitude control. This dynamic and independent correction mechanism allows the generated feedback suppression torque to more accurately match the actual pitch trend and driving needs of the target vehicle, thereby improving the accuracy, adaptability, and robustness of the target vehicle's attitude control.

[0086] For example, the first, second, and third correction coefficients can be obtained based on a multidimensional lookup table. This lookup table uses the current vehicle speed and longitudinal acceleration as input parameters. For instance, when the vehicle speed is below 20 km / h and the absolute value of the longitudinal acceleration is small, the vehicle controller reads a set of correction coefficients from this lookup table, where the first correction coefficient is relatively small to avoid abruptness caused by excessive suppression at low speeds. When the vehicle speed is above 80 km / h and the absolute value of the longitudinal acceleration is large (such as during emergency braking), the vehicle controller reads another set of correction coefficients, where the first correction coefficient may be larger to ensure rapid and effective pitch suppression. Meanwhile, the second and third correction coefficients are also adjusted according to the damping and stiffness requirements under high-speed conditions. Taking the inertial pitch moment component as M1, the damped pitch moment component as M2, and the stiffness pitch moment component as M3 as an example, the correction coefficients obtained from the multidimensional lookup table or in real-time calculation are Fac2, Fac3, and Fac4, respectively. Then, the first correction moment component = M1 × Fac2. The second corrected torque component = M2 × Fac3. The third corrected torque component = M3 × Fac4. The vehicle controller adds these three corrected torque components together to obtain the total corrected torque M. total =First correction torque component + Second correction torque component + Third correction torque component. The vehicle controller inverts the total correction torque to obtain the feedback suppression torque M. Brkdy =-M total .

[0087] To provide a clearer explanation of the above implementation methods, the method for obtaining the three correction coefficients in the above implementation methods will be explained below.

[0088] In one possible implementation, the vehicle controller obtains the target vehicle's speed and longitudinal acceleration from the vehicle's motion state information. Based on the speed and longitudinal acceleration, the vehicle controller determines the first correction coefficient, the second correction coefficient, and the third correction coefficient.

[0089] The determination of the first, second, and third correction coefficients based on vehicle speed and longitudinal acceleration aims to dynamically adjust these coefficients according to the real-time speed and longitudinal acceleration of the target vehicle. One implementation involves pre-setting a multidimensional lookup table, where the inputs are vehicle speed and longitudinal acceleration, and the outputs are the corresponding first, second, and third correction coefficients. Another implementation utilizes a mathematical model or fuzzy logic controller to calculate the required correction coefficients in real-time based on the inputs of vehicle speed and longitudinal acceleration. This approach allows the weights of each component of the feedback suppression torque to better adapt to current driving conditions, thereby improving the accuracy and response speed of pitch suppression.

[0090] In the above embodiments, the dynamic adjustment mechanism enables the feedback suppression torque to more accurately counteract the inertial pitch torque generated by longitudinal acceleration, especially when the target vehicle experiences transient conditions such as rapid acceleration or deceleration, providing more timely and accurate pitch suppression. Therefore, it improves the vehicle's attitude stability during dynamic driving, enhances ride comfort, and strengthens the driver's confidence in vehicle control.

[0091] Another implementation of step 303 described above will be described below.

[0092] In one possible implementation, the vehicle controller acquires the longitudinal acceleration rate of change of the target vehicle. Based on this longitudinal acceleration rate of change, the vehicle controller determines the dynamic response gain of the feedback suppression torque. Based on this dynamic response gain, the vehicle motion state information, and the pitch dynamics parameters, the vehicle controller determines the feedback suppression torque.

[0093] The longitudinal acceleration change rate reflects the severity of changes in the longitudinal motion state of the target vehicle. It allows for early detection of the intensity and speed of acceleration and deceleration trends, providing a dynamic basis for more timely adjustments to pitch suppression strategies. The longitudinal acceleration change rate can be obtained in various ways. For example, it can be acquired in real-time using the inertial measurement unit (IMU) sensor on the vehicle, and then processed using digital signal processing techniques such as first-order difference or differentiation. Alternatively, it can be obtained by analyzing longitudinal acceleration information from the vehicle bus (CAN) data and performing corresponding calculations. Determining the dynamic response gain of the feedback suppression torque based on the longitudinal acceleration change rate involves dynamically adjusting a dynamic response gain to correct the feedback suppression torque according to the magnitude and direction of the vehicle's longitudinal acceleration change rate. This dynamic response gain makes the generation of the feedback suppression torque more dynamic and adaptive to cope with different degrees of acceleration and deceleration, thereby optimizing the response speed and intensity of pitch suppression. Determining the feedback suppression torque based on the dynamic response gain, vehicle motion state information, and pitch dynamics parameters means incorporating the determined dynamic response gain as an adjustment factor when calculating the final feedback suppression torque used to counteract pitch motion. The dynamic response gain can be multiplied by the original feedback suppression torque calculated from the vehicle motion state information and pitch dynamics parameters, or by one or more of its components, to adjust its magnitude and response characteristics.

[0094] In the above implementation, by acquiring the longitudinal acceleration change rate in real time and dynamically adjusting the gain of the feedback suppression torque accordingly, the generation of the feedback suppression torque becomes more timely and accurate. This allows for a faster response to pitch motion trends when the target vehicle experiences rapid acceleration or deceleration. This improves the dynamic performance of vehicle attitude control, resulting in a more ideal pitch suppression effect, and consequently, improved ride comfort and handling stability of the target vehicle.

[0095] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0096] Part 1: The vehicle controller determines the dynamic response gain of the feedback suppression torque based on the longitudinal acceleration change rate.

[0097] In one possible implementation, the vehicle controller acquires a gain mapping relationship that represents the correspondence between the rate of change of longitudinal acceleration and the dynamic response gain. Based on the rate of change of longitudinal acceleration and the gain mapping relationship, the vehicle controller determines the dynamic response gain corresponding to the rate of change of longitudinal acceleration.

[0098] The gain mapping relationship can be understood as a pre-established set of rules or data structure used to convert input values ​​(i.e., the rate of change of longitudinal acceleration) into output values ​​(i.e., dynamic response gain). Its function is to provide a systematic and repeatable basis for determining the dynamic response gain. For example, this gain mapping relationship can be represented as a look-up table (LUT) stored in the vehicle controller, containing discrete values ​​of the rate of change of longitudinal acceleration and their corresponding dynamic response gain values. Alternatively, the gain mapping relationship can also be a mathematical function or formula that calculates the corresponding dynamic response gain by taking the rate of change of longitudinal acceleration as input. Furthermore, this gain mapping relationship can also be formed through training using machine learning models, such as neural networks, to predict the dynamic response gain based on the input rate of change of longitudinal acceleration. This gain mapping relationship represents the correspondence between the rate of change of longitudinal acceleration and the dynamic response gain; its core function is to establish the association between the input, the rate of change of longitudinal acceleration, and the output, the dynamic response gain.

[0099] In this way, by using a preset gain mapping relationship, complex dynamic characteristics are mapped into values ​​that can be directly queried or calculated, simplifying the complexity of real-time processing and ensuring the timeliness and accuracy of dynamic response gains. This allows the feedback suppression torque to respond more quickly and accurately to changes in the longitudinal acceleration of the target vehicle, thereby improving the overall performance of vehicle pitch control and ride comfort.

[0100] Part Two: The vehicle controller determines the feedback suppression torque based on the dynamic response gain, the vehicle motion state information, and the pitch dynamics parameters.

[0101] In one possible implementation, the vehicle controller determines the inertial pitch moment component based on the longitudinal acceleration in the vehicle motion state information, the sprung mass in the pitch dynamics parameters, and the center of gravity height in the pitch dynamics parameters. The vehicle controller determines the damped pitch moment component based on the pitch angular velocity in the vehicle motion state information and the pitch damping coefficient in the pitch dynamics parameters, and determines the stiffness pitch moment component based on the pitch angle in the vehicle motion state information and the pitch stiffness in the pitch dynamics parameters. The vehicle controller determines the feedback suppression torque based on the inertial pitch moment component, the damped pitch moment component, the stiffness pitch moment component, and the dynamic response gain.

[0102] The inertial pitch moment component is generated by the longitudinal acceleration of the vehicle acting on the sprung mass's center of mass, causing the vehicle to pitch around its lateral axis. It is a quantitative representation of the pitch tendency caused by inertial forces during acceleration or braking. This inertial pitch moment component can be calculated using a formula, for example: Inertial Pitch Moment Component = Longitudinal Acceleration × Sprung Mass × Center of Mass Height. Alternatively, it can be predicted in real-time using a vehicle dynamics simulation model and corrected using sensor data. The damping pitch moment component is generated by the vehicle's pitch angular velocity acting on the suspension damping system, resisting pitch motion. It is a quantitative representation of the resisting torque provided by the suspension dampers during vehicle pitch motion. This damping pitch moment component can be calculated using a formula, for example: Damping Pitch Moment Component = Pitch Damping Coefficient × Pitch Angular Velocity. Alternatively, it can be calculated using the real-time output force of the suspension actuators combined with their installation position. Pitch stiffness is a parameter describing the stiffness characteristics of a vehicle's suspension system in resisting angular deformation during pitch motion. It quantifies the magnitude of the restoring force provided by the suspension springs during pitch motion; the greater the pitch stiffness, the stronger the resistance to pitch angle deformation. This pitch stiffness can be obtained through suspension system testing and calibration during the vehicle design phase. The stiffness pitch moment component is the torque generated by the vehicle's pitch angle acting on the suspension spring system, resisting pitch deformation. It is a quantitative representation of the restoring torque provided by the suspension springs during vehicle pitch motion. This stiffness pitch moment component can be calculated using a formula, for example, stiffness pitch moment component = pitch stiffness × pitch angle. Alternatively, it can be calculated using the real-time output force of the suspension actuator combined with its installation position. Feedback damping torque is the torque applied by the active suspension system to counteract the vehicle's pitch motion. It is calculated based on the target vehicle's current motion state (inertia, damping, stiffness components) and is a control quantity used to actively counteract and suppress pitch trends. The feedback suppression torque can be obtained by weighted summation of the inertial pitch moment component, the damped pitch moment component, the stiffness pitch moment component, and the dynamic response gain (the weights for the summation can be a first correction coefficient, a second correction coefficient, and a third correction coefficient in another embodiment) or by a specific algorithm combination. Alternatively, it can be the output of an advanced control algorithm based on model predictive control (MPC) or LQR control to optimize the suppression effect.

[0103] By combining the dynamic response gain with the inertial pitch moment component, damped pitch moment component, and stiffness pitch moment component, the calculation of the feedback suppression torque becomes more comprehensive and accurate. The dynamic response gain is adjusted based on the longitudinal acceleration rate of change, enabling the prediction of the severity of the pitch trend. This allows for the timely generation of suppression torque before the pitch motion fully manifests, shortening the control response time and avoiding the lag problem of traditional feedback control. Simultaneously, the introduction of inertial, damping, and stiffness components ensures the physical rationality and accuracy of the suppression torque, enabling the active suspension system to output active power highly matched to the vehicle's actual pitch motion requirements, thereby improving the pitch suppression effect. This combination not only enhances the ride comfort of the target vehicle under acceleration and deceleration conditions but also strengthens its handling stability.

[0104] To provide a clearer explanation of the above embodiments, the method for determining the pitch damping coefficient in the above embodiments will be described below.

[0105] In one possible implementation, the vehicle controller acquires the pitch damping ratio, pitch moment of inertia, and pitch stiffness of the target vehicle. The pitch damping ratio is the ratio of the damping torque to the critical damping torque during pitch motion. The pitch moment of inertia represents the ability of the target vehicle's mass distribution to resist pitch rotation, and the pitch stiffness represents the ability of the target vehicle's suspension system to resist pitch angle deformation. Based on the pitch damping ratio, pitch moment of inertia, and pitch stiffness, the vehicle controller determines the pitch damping coefficient.

[0106] Among them, the pitch damping ratio reflects the proportional relationship between the damping torque and the critical damping torque during pitch motion. It can be found in the vehicle's design specifications or calculated by analyzing the pitch angle decay curve over time through free decay vibration experiments on the target vehicle. Pitch moment of inertia represents the resistance of the target vehicle's mass distribution to pitch rotation. It can be accurately calculated using the vehicle's computer-aided design (CAD) model or physically measured using a specialized inertia measurement bench. Pitch stiffness represents the ability of the target vehicle's active suspension system to resist pitch angle deformation. It can be theoretically calculated based on the stiffness of the suspension springs, the stiffness of the anti-roll bar, and the suspension geometry, or determined by measuring the amount of pitch angle deformation under different loads during static load testing of the vehicle.

[0107] In the above embodiments, by acquiring the pitch damping ratio, pitch inertia, and pitch stiffness of the target vehicle, and determining the pitch damping coefficient based on these parameters, it is possible to ensure that the calculation of the damping coefficient is both comprehensive and accurate. This enables feedback control to more reliably counteract the inertial pitch moment, improve the overall suppression effect, thereby enhancing the accuracy and reliability of feedback control, and ultimately improving the vehicle's ride comfort and handling stability.

[0108] To provide a clearer explanation of the above embodiments, the method for determining the pitch damping coefficient based on the pitch damping ratio, the pitch moment of inertia, and the pitch stiffness in the above embodiments will be explained below.

[0109] In one possible implementation, the vehicle controller obtains the product of the pitch inertia and the pitch stiffness. The vehicle controller then obtains the square root of this product. The vehicle controller multiplies the pitch damping ratio by two and then multiplies this by the square root to obtain the pitch damping coefficient.

[0110] The purpose of obtaining the product of the pitch moment of inertia and the pitch stiffness is to initially combine the mass distribution characteristics of the target vehicle (characterized by the pitch moment of inertia) with the suspension system's ability to resist pitch deformation (characterized by the pitch stiffness). Obtaining the square root of this product converts it into a quantity related to the vehicle's natural pitch frequency. In vehicle dynamics, the natural frequency is the frequency of the system during undamped free vibration, and its square is usually related to the stiffness-to-mass ratio. The pitch damping coefficient is a key parameter characterizing the damping characteristics of a vehicle's pitch motion, directly affecting the speed and manner in which the vehicle recovers balance after being disturbed.

[0111] In the above implementation, a clear calculation process ensures the accuracy and reliability of the pitch damping coefficient calculation. Given that the pitch damping coefficient is a crucial component of vehicle pitch dynamics parameters, its precise determination directly improves the accuracy of the feedback damping torque calculation. Because the feedback damping torque can more accurately counteract the inertial pitch moment generated by the vehicle's longitudinal acceleration, the target vehicle's active suspension system can output more precise active power to more effectively suppress the vehicle's pitch motion. This not only improves the stability and response efficiency of vehicle attitude control but also provides a smoother and more comfortable driving experience for the driver and passengers, especially mitigating pitch impact during rapid acceleration or deceleration.

[0112] For example, the vehicle controller determines the pitch damping coefficient using the following formula (7).

[0113] (7) in, This represents the pitch damping coefficient. Indicates pitch damping ratio. Represents the pitch moment of inertia. This indicates pitch stiffness.

[0114] 304. The vehicle controller generates the active force request for the active suspension system of the target vehicle based on the sum of the feedforward compensation torque and the feedback suppression torque and the center of gravity position parameters of the target vehicle.

[0115] In one possible implementation, the vehicle controller determines the front axle and rear axle distribution coefficients based on the center of gravity position parameter. The vehicle controller generates the main power request for the front axle suspension actuators of the active suspension system based on the sum of the feedforward compensation torque and the feedback suppression torque, and the front axle distribution coefficient. The vehicle controller also generates the main power request for the rear axle suspension actuators of the active suspension system based on the sum of the feedforward compensation torque and the feedback suppression torque, and the rear axle distribution coefficient.

[0116] The center of gravity position parameter refers to the physical quantity describing the position of the target vehicle's center of gravity in the vehicle coordinate system. It typically includes the center of gravity height, the first distance from the center of gravity to the front axle, and the second distance from the center of gravity to the rear axle. The center of gravity position parameter reflects the mass distribution characteristics of the target vehicle and has a decisive influence on its dynamic response, especially pitch motion. The center of gravity position parameter can be obtained directly from vehicle design data or CAD models, or it can be calculated through vehicle weighing experiments combined with geometric measurements. The front axle distribution coefficient and rear axle distribution coefficient are proportional factors used to rationally distribute the total pitch suppression torque to the front and rear axles of the vehicle. They ensure that the main force output by the suspension actuators on each axle can effectively cooperate to counteract the vehicle's pitch tendency, while maintaining the target vehicle's balance and stability. The front axle distribution coefficient and rear axle distribution coefficient can be calculated based on the vehicle's geometric dimensions and center of gravity position parameter using the torque balance principle, for example, based on the relationship between the distance from the center of gravity to the front and rear axles and the wheelbase. Alternatively, they can be consulted or calculated using preset lookup tables or empirical formulas, based on factors such as vehicle type and load conditions. Alternatively, these allocation coefficients can be adjusted in real time by optimizing algorithms, taking into account multiple objective functions such as vehicle dynamic response and ride comfort. The sum of the feedforward compensation torque and the feedback suppression torque represents the total active torque required by the active suspension system to suppress the pitch motion of the target vehicle. The active power request of the front axle suspension actuator refers to the target torque or force value allocated to the active suspension system actuators of the target vehicle's front axle. This active power request can be a torque value obtained by multiplying the sum of the feedforward compensation torque and the feedback suppression torque by the corresponding front axle allocation coefficient, or it can be a force value obtained by dividing the torque value by the effective lever arm length from the suspension actuator to the center of gravity. Similarly, the active power request of the rear axle suspension actuator refers to the target torque or force value allocated to the active suspension system actuators of the target vehicle's rear axle. It can be a torque value obtained by multiplying the sum of the feedforward compensation torque and the feedback suppression torque by the corresponding rear axle allocation coefficient, or it can be a force value obtained by dividing the torque value by the effective lever arm length from the suspension actuator to the center of gravity.

[0117] In the above implementation, the sum of the feedforward compensation torque and the feedback suppression torque is decomposed into the required active force requests for the front and rear axles using the distribution coefficient calculated from the center of mass position parameters. This ensures that the suspension actuators of the front and rear axles can work together, each outputting active force matching its pitch suppression task. Through precise torque distribution, the target's pitch motion can be suppressed more evenly and in real-time under conditions such as rapid acceleration and deceleration, improving the accuracy and stability of vehicle attitude control, thereby improving ride comfort and handling performance.

[0118] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0119] Part 1: The vehicle controller determines the front axle distribution coefficient and the rear axle distribution coefficient based on the center of gravity position parameter.

[0120] In one possible implementation, the vehicle controller determines a first distance from the target vehicle's center of gravity to the front axle and a second distance from the target vehicle's center of gravity to the rear axle based on the center of gravity position parameter. The vehicle controller uses the ratio of the second distance to the square of the target vehicle's wheelbase as the front axle allocation coefficient. The vehicle controller uses the ratio of the first distance to the square of the wheelbase as the rear axle allocation coefficient.

[0121] The first distance from the center of gravity to the front axle and the second distance from the center of gravity to the rear axle are geometric parameters of the vehicle, which together determine the longitudinal position of the vehicle's center of gravity. These distances are usually determined during the vehicle design phase based on the vehicle's structure and expected load distribution, or they can be obtained through precise measurements of the actual vehicle. For example, they can be obtained by measuring the perpendicular distances from the vehicle's center of gravity to the front and rear wheel axles. The wheelbase, the distance between the centerlines of the front and rear axles of the target vehicle, is one of the most fundamental geometric parameters of the target vehicle and is usually determined during vehicle manufacturing. The front axle distribution factor and the rear axle distribution factor are dimensionless scaling factors used to proportionally distribute the total pitch suppression moment to the front and rear axles.

[0122] In the above implementation, by using the ratio of the distance from the center of gravity to the front and rear axles to the square of the wheelbase as the distribution coefficient, it is ensured that the pitch suppression torque can fully take into account the mass distribution characteristics of the vehicle, so that the suspension actuators of the front and rear axles can output active force in a coordinated and balanced manner, thereby more effectively counteracting pitch motion and improving the ride comfort and handling stability of the vehicle during acceleration and deceleration.

[0123] For example, the target vehicle has a wheelbase of L, a first distance a from its center of gravity to the front axle, and a second distance b from its center of gravity to the rear axle. Here, L = a + b. To determine the front and rear axle distribution coefficients, the vehicle controller acquires these geometric parameters. For instance, the vehicle controller reads the wheelbase L, the first distance a, and the second distance b from the vehicle parameter database. The front axle distribution coefficient can be expressed as b / (L) 2 The rear axle distribution factor can be expressed as a / (L) 2 ).

[0124] Part Two: The vehicle controller generates the main power request for the front axle suspension actuator of the active suspension system based on the sum of the feedforward compensation torque and the feedback suppression torque and the front axle distribution coefficient.

[0125] In one possible implementation, the vehicle controller inverts the product of the sum of the feedforward compensation torque and the feedback suppression torque and the front axle distribution coefficient, and uses this product as the total active force request for the front axle. The vehicle controller then distributes this total active force request for the front axle to the main power requests of the left and right front suspension actuators in the front axle suspension actuators.

[0126] The sum of the feedforward compensation torque and the feedback suppression torque represents the total active torque required to effectively suppress pitch movement when the vehicle is prone to pitch. Inverting the product of the sum of the feedforward compensation torque and the feedback suppression torque with the front axle distribution coefficient ensures that the direction of the generated total active force request for the front axle is opposite to the target vehicle's pitch movement trend. For example, when the target vehicle brakes suddenly and exhibits a "nodding" tendency, the pitch torque is positive, requiring a negative suppression torque. When the target vehicle accelerates rapidly and exhibits a "lifting" tendency, the pitch torque is negative, requiring a positive suppression torque. This inversion ensures that the active force request generates the correct opposing torque, effectively counteracting or suppressing pitch movement. The total active force request for the front axle refers to the total active torque output by the vehicle's front axle suspension system at a specific moment to suppress vehicle pitch movement. This requested value is calculated by combining feedforward and feedback torques and determined based on the front axle distribution coefficient. It represents the resultant torque that the front axle suspension actuators need to work together to generate. The total active force request for the front axle is the basis for subsequent allocation to the left and right front suspension actuators, and its accuracy directly affects the front axle pitch suppression effect. Allocating the total active force request to the left and right front suspension actuators means decomposing the total suppression torque required by the front axle into the main force that each of the left and right suspension actuators should output. This allocation typically considers factors such as the lateral load distribution, steering state, or road surface unevenness of the target vehicle to ensure that the left and right suspension actuators can work together to generate the required total active torque for the front axle, while avoiding unnecessary roll or lateral vibration. For example, ideally, it can be evenly distributed to the left and right actuators. When considering steering or roll, asymmetrical allocation may be performed according to the specific algorithm. The main power requests from the left and right front suspension actuators are specific control commands sent to the left and right front active suspension actuators, respectively, indicating the magnitude and direction of the main power they need to output. These requests are the result of the distribution of the total active power requests from the front axle, directly driving the suspension actuators to perform actions, thereby generating a damping force at the front of the target vehicle to counteract pitch motion.

[0127] Through the above implementation method, the main power request of the front axle suspension actuators can accurately reflect the overall pitch suppression requirements of the target vehicle and the actual load distribution of the front axle. By reversing the operation, the correctness of the main power direction is ensured, thereby effectively counteracting pitch motion. At the same time, the total main power request of the front axle is rationally distributed to the left and right front suspension actuators, enabling the left and right actuators to respond in coordination, avoiding unilateral overload or uneven response, and improving the accuracy, timeliness, and stability of the front axle suspension system in suppressing pitch motion. This results in a more stable vehicle posture during acceleration and deceleration, significantly improving the ride comfort of the driver and passengers, and enhancing the vehicle's handling stability.

[0128] For example, the vehicle controller multiplies the previously obtained total pitch suppression torque by the front axle distribution coefficient and inverts the result to obtain the total active force request for the front axle. For instance, if the total pitch suppression torque is 1000 N·m and the front axle distribution coefficient is 0.6, then the total active force request for the front axle is -600 N·m. The vehicle controller distributes this -600 N·m total active force request to the left and right front suspension actuators. Without considering differences in lateral load, the total active force request for the front axle can be evenly distributed, meaning the active force request for the left front suspension actuator is -300 N·m, and the active force request for the right front suspension actuator is also -300 N·m.

[0129] For example, the vehicle controller can generate the main power request for the front axle suspension actuator using the following formula (8).

[0130] (8) in, This indicates the main power request from the front axle suspension actuator. This represents the first distance from the target vehicle's center of gravity to the front axle. This represents the second distance from the target vehicle's center of gravity to the rear axle. Indicates feedback damping torque. Indicates the feedforward compensation torque. This indicates the front axle distribution factor.

[0131] Part Three: The vehicle controller generates the main power request for the rear axle suspension actuator of the active suspension system based on the sum of the feedforward compensation torque and the feedback suppression torque and the rear axle distribution coefficient.

[0132] In one possible implementation, the vehicle controller multiplies the sum of the feedforward compensation torque and the feedback suppression torque by the rear axle distribution coefficient as the total active force request for the rear axle. The vehicle controller then distributes this total active force request to the left and right rear suspension actuators, resulting in the active force request for the left and right rear suspension actuators.

[0133] The total active force request for the rear axle is calculated by multiplying the sum of the feedforward compensation torque and the feedback suppression torque by the rear axle distribution coefficient. This aims to calculate the total active force required by the rear axle based on the overall pitch suppression needs of the target vehicle and the rear axle's share of pitch suppression. The total active force request is then distributed to the left and right rear suspension actuators, resulting in the active force requests for the left and right rear suspension actuators. This aims to rationally distribute the required total active force to the left and right suspension actuators, ensuring uniform application of pitch suppression force and preventing additional roll or imbalance during pitch suppression. One implementation involves evenly distributing the total active force request to the left and right rear suspension actuators, with each actuator bearing half of the force request. Another approach is to dynamically adjust the distribution ratio of the left and right actuators based on the target vehicle's lateral motion state (such as roll angle and lateral acceleration) or the driver's steering intention, taking into account factors such as possible lateral load transfer, uneven road surface, or steering of the target vehicle. This allows for more precise control. For example, when the target vehicle turns left, the main power request of the right rear suspension actuator can be appropriately increased to better balance the vehicle's posture.

[0134] In the above implementation, by multiplying the sum of the feedforward compensation torque and the feedback suppression torque by the rear axle distribution coefficient as the total active force request for the rear axle, it is ensured that the request is based on vehicle dynamic parameters and suppression requirements, avoiding estimation errors caused by missing parameters. Distributing the total active force request to the left and right rear suspension actuators achieves force distribution, solves the imbalance problem of single-point control, thereby optimizing the responsiveness and consistency of pitch suppression and improving ride comfort and handling stability during acceleration and deceleration.

[0135] For example, at a certain moment, the vehicle controller calculates that the sum of the feedforward compensation torque and the feedback suppression torque is -500 Nm (the negative sign indicates the direction of the pitch-suppressing torque), and determines the rear axle distribution coefficient to be 0.4 based on the vehicle's center of gravity position parameters. The vehicle controller multiplies -500 Nm by 0.4 to obtain a total rear axle active force request of -200 Nm. This -200 Nm total rear axle active force request will be distributed by the vehicle controller to the left and right rear suspension actuators. As a specific implementation, this torque can be simply distributed evenly, i.e., the active force request of the left rear suspension actuator is -100 Nm, and the active force request of the right rear suspension actuator is also -100 Nm. These torque requests are then sent to their respective suspension actuators, which output the corresponding active force, thereby generating a resultant torque of -200 Nm in the rear axle to suppress the pitch motion of the target vehicle.

[0136] For example, the vehicle controller can generate the main power request for the rear axle suspension actuator using the following formula (9).

[0137] (9) in, This indicates the main power request from the rear axle suspension actuator. This represents the first distance from the target vehicle's center of gravity to the front axle. This represents the second distance from the target vehicle's center of gravity to the rear axle. Indicates feedback damping torque. Indicates the feedforward compensation torque. This indicates the rear axle distribution factor.

[0138] Another implementation of step 304 described above will be described below.

[0139] In one possible implementation, the vehicle controller determines the front axle and rear axle distribution coefficients based on the center of gravity position parameter. The vehicle controller acquires the lateral motion state information of the target vehicle. Based on this lateral motion state information, the vehicle controller performs differentiated allocation using the product of the sum of the feedforward compensation torque and the feedback suppression torque and the front axle distribution coefficient, resulting in the main power request for the left front suspension actuator and the main power request for the right front suspension actuator, which differ from the main power request for the right front suspension actuator. Based on the sum of the feedforward compensation torque and the feedback suppression torque and the rear axle distribution coefficient, the vehicle controller generates the main power request for the left rear suspension actuator and the right rear suspension.

[0140] Lateral motion state information refers to physical quantities that reflect the lateral dynamics of the vehicle, including but not limited to lateral acceleration, yaw rate, steering wheel angle, or roll angle. Differential allocation refers to dividing the total active force request of the front axle (i.e., the product of the sum of the feedforward compensation torque and the feedback suppression torque and the front axle distribution coefficient) into two unequal parts according to certain rules, and assigning them to the left and right front suspension actuators respectively. For example, when the lateral acceleration indicates that the vehicle is turning left, due to centrifugal force, the load on the right suspension increases, requiring a stronger pitch suppression force; therefore, the active force request of the right front suspension actuator can be greater than that of the left front. Conversely, when turning right, the active force request of the left front suspension actuator is greater than that of the right front. The active force request of the rear axle suspension actuators can be kept equal on both sides, or it can be further differentiated according to the lateral motion state.

[0141] Through the above implementation methods, pitch suppression can be achieved while maintaining roll stability, avoiding mutual interference in attitude control under cornering conditions, thereby improving the accuracy and robustness of vehicle attitude control under complex conditions.

[0142] To provide a clearer explanation of the above implementation methods, the method of obtaining the main power request of the left front suspension actuator and the main power request of the right front suspension actuator through differentiated allocation in the above implementation methods will be explained below.

[0143] In one possible implementation, the vehicle controller determines the left front and right front load distribution weights based on the lateral motion state information, wherein the left front load distribution weights are not equal to the right front load distribution weights. The vehicle controller multiplies the product of the sum of the feedforward compensation torque and the feedback suppression torque and the front axle load distribution coefficient by the left front load distribution weight to obtain the main power request of the left front suspension actuator. The vehicle controller multiplies the product of the sum of the feedforward compensation torque and the feedback suppression torque and the front axle load distribution coefficient by the right front load distribution weight to obtain the main power request of the right front suspension actuator.

[0144] The left front allocation weight and right front allocation weight are coefficients used to proportionally distribute the total active power request of the front axle. Their sum is typically 1. These weights are dynamically determined based on lateral motion information. For example, when the lateral acceleration is zero (the vehicle is traveling in a straight line), both the left front allocation weight and the right front allocation weight can be set to 0.5, meaning equal distribution to the left and right sides. When the lateral acceleration indicates the vehicle is turning left, the right front allocation weight can be set to greater than 0.5, and the left front allocation weight to less than 0.5. The weight difference can be positively correlated with the absolute value of the lateral acceleration—the greater the lateral acceleration, the greater the difference in weight between the inner and outer sides.

[0145] For example, the vehicle controller pre-stores a table mapping lateral acceleration to left and right weight assignments. After real-time acquisition of lateral acceleration, the left-front weight assignment W is obtained through table lookup and linear interpolation. left And right front weight allocation W right For example, when the lateral acceleration is -0.3g (to the left), the table shows that the right front weight is 0.55 and the left front weight is 0.45; when the lateral acceleration is -0.6g, the right front weight is 0.7 and the left front weight is 0.3. Then, the total drive force of the front axle is requested. Multiply by W respectively left and W right Received left anterior drive request M left = ×W left Right anterior drive request M right = ×W right Because of W left ≠W right The left and right sides have different driving force requirements. When the lateral acceleration is zero, W left = W right= 0.5, automatically degenerates to equal distribution, without affecting pitch suppression performance under normal straight-line driving. In the above implementation method, differentiated distribution is achieved through multiplication, which is clear in calculation and easy to calibrate, and solves the technical problem of pitch and roll coupling under steering conditions.

[0146] 305. Based on the active force request, the vehicle controller controls the active suspension system to output a corresponding active force to suppress the pitch motion of the target vehicle.

[0147] In one possible implementation, the vehicle controller sends the active force request to each suspension actuator of the active suspension system. The vehicle controller then controls each suspension actuator to output active force based on the corresponding active force request.

[0148] Each suspension actuator is an execution mechanism in the active suspension system, responsible for generating and applying active force according to received commands. These actuators can be hydraulic, pneumatic, electromagnetic, or electric. Sending the active force request to each suspension actuator in the active suspension system ensures that the mechanical commands generated by the vehicle controller are transmitted to the actual actuators in a timely and accurate manner. This transmission can be via digital signal transmission through an onboard network (such as CAN bus, FlexRay bus, or Ethernet) or direct connection via dedicated analog signal cables. Controlling each suspension actuator to output active force based on the corresponding active force request is the core execution link of the active suspension system to achieve pitch suppression. This means that each actuator or its associated local controller receives a specific active force request and adjusts its own output force according to the request. The control method can be closed-loop control, for example, the actuator integrates a force sensor to measure the output force in real time and compare it with the requested force, and adjust it through a PID controller or other advanced control algorithm to ensure that the actual output force is highly consistent with the requested force. Alternatively, it can be open-loop control, in which the actuator directly looks up the corresponding drive signal according to the requested force or calculates it through a preset model.

[0149] In the above implementation, by controlling each actuator to output active force based on its corresponding active force request, each actuator can output force with high precision and high responsiveness according to its specific mechanical commands, thereby ensuring the accuracy and coordination of the overall pitch suppression torque. This execution method enables the active suspension system to respond more quickly to the pitch motion trend of the target vehicle, applying the feedforward compensation torque and feedback suppression torque calculated by the upper controller to the vehicle body in a timely and accurate manner. This improves the real-time performance and accuracy of the target vehicle's attitude control, effectively enhances the pitch suppression effect, and ultimately improves the ride comfort and handling stability of the target vehicle.

[0150] For example, after the vehicle controller calculates the required active force for each wheel position according to a preset algorithm, these active force requests can be encapsulated into data packets and sent to the suspension controller via the vehicle's Ethernet interface. Upon receiving the corresponding active force request, the suspension controller parses the target force value. If the suspension actuator is an electro-hydraulic actuator, the suspension controller calculates the current or voltage signal required to drive the hydraulic pump or regulate the hydraulic valve based on the target force value by looking up a pre-stored mapping table or an actuation force control algorithm. This signal is sent by the suspension controller to the actuator's power drive module, driving the hydraulic pump to generate hydraulic pressure or regulating the opening of the hydraulic valve, thereby controlling the extension and retraction of the hydraulic cylinder and outputting the corresponding active force. During this process, the actuator can be equipped with pressure or displacement sensors to monitor the output force or position of the hydraulic cylinder in real time and send feedback signals back to the microcontroller, forming a force closed-loop control to ensure that the error between the actual output force and the requested force is minimized. Alternatively, if the suspension actuator is an electromagnetic actuator, after receiving the active force request, the suspension controller can control the current of the electromagnetic coil via a PWM signal based on the requested force value. Changes in current generate different electromagnetic forces, which in turn drive the actuator to output its main force. Similarly, the actuator can integrate a force sensor to provide real-time force feedback to a microcontroller, which then adjusts the PWM signal through a closed-loop control algorithm to achieve precise control of the output force.

[0151] The following will combine Figure 6 The technical solutions provided in the embodiments of this application will be described.

[0152] S1: Start. After the vehicle is powered on, the vehicle controller continues to operate, collecting vehicle status information and driver operation information in real time.

[0153] S2: Determine if an emergency braking condition exists. Based on the collected signals such as master cylinder pressure, master cylinder pressure change rate, longitudinal acceleration, and vehicle speed, determine whether the target vehicle is in an emergency braking condition. If the determination result is yes, proceed to S3; if the determination result is no, proceed to S4.

[0154] S3: Calculation of Braking Pitch Control Required Torque. After determining that the vehicle is under emergency braking, the braking pitch control required torque is calculated. Specifically, the feedforward compensation torque is determined based on driver operation information, and the feedback suppression torque is determined based on vehicle motion state information and pitch dynamic parameters. The feedforward compensation torque and the feedback suppression torque are superimposed to obtain the total pitch required torque. Then, S6 is executed.

[0155] S4: Determine if a rapid acceleration condition exists. Based on the collected signals such as accelerator pedal opening, accelerator pedal opening rate of change, longitudinal acceleration, and vehicle speed, determine whether the target vehicle is in a rapid acceleration condition. If the determination result is yes, proceed to S5; if the determination result is no, return to S2 and continue monitoring the condition.

[0156] S5: Calculation of Acceleration Pitch Control Required Torque. After determining that the vehicle is in a rapid acceleration condition, the acceleration pitch control required torque is calculated. Specifically, the feedforward compensation torque is determined based on driver operation information, and the feedback suppression torque is determined based on vehicle motion state information and pitch dynamics parameters. The feedforward compensation torque and the feedback suppression torque are superimposed to obtain the total pitch required torque. Then, S6 is executed.

[0157] S6: Torque Distribution. Based on the target vehicle's center of gravity position parameters, the total pitch demand torque calculated in S3 or S5 is distributed to the front axle suspension actuators and the rear axle suspension actuators, generating the main power request for each suspension actuator. Specifically, the front axle distribution coefficient and the rear axle distribution coefficient are determined based on the first distance from the center of gravity to the front axle and the second distance from the center of gravity to the rear axle. The total pitch demand torque is multiplied by the front axle distribution coefficient and the rear axle distribution coefficient respectively to obtain the total active power request for the front axle and the total active power request for the rear axle, which are then further distributed to the left front, right front, left rear, and right rear suspension actuators.

[0158] S7: End. After the actuator outputs the active force according to the active force request, it completes the current control cycle and then returns to S2 to begin monitoring for the next control cycle.

[0159] Figure 7 This is a schematic diagram of the structure of a vehicle attitude control device provided in an embodiment of this application. See also... Figure 7 The device includes: The determination module 701 is used to determine the feedforward compensation torque based on the driver operation information of the target vehicle when the target vehicle meets the preset pitch conditions, and to determine the feedback suppression torque based on the vehicle motion state information and pitch dynamic parameters of the target vehicle. The feedback suppression torque is used to counteract the inertial pitch torque generated by the longitudinal acceleration of the target vehicle.

[0160] The generation module 702 is used to generate the active force request of the active suspension system of the target vehicle based on the sum of the feedforward compensation torque and the feedback suppression torque and the center of gravity position parameters of the target vehicle.

[0161] The control module 703 is used to control the active suspension system to output a corresponding active force based on the active force request, so as to suppress the pitch motion of the target vehicle.

[0162] It should be noted that the vehicle attitude control device provided in the above embodiments is only illustrated by the division of the above functional modules when controlling vehicle attitude. 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. In addition, the vehicle attitude control device and the vehicle attitude control method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0163] 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.

[0164] Typically, vehicle 800 includes one or more processors 801 and one or more memories 802.

[0165] 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.

[0166] 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 attitude control method provided in the method embodiments of this application.

[0167] 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.

[0168] 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 attitude control method provided in the above embodiments.

[0169] 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 attitude control method provided in the above embodiment.

[0170] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to achieve a vehicle attitude control method provided in the above embodiment.

[0171] 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.

[0172] 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.

[0173] 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.

[0174] 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 vehicle attitude, characterized in that, The method includes: When the target vehicle meets the preset pitch conditions, a feedforward compensation torque is determined based on the driver operation information of the target vehicle, and a feedback suppression torque is determined based on the vehicle motion state information and pitch dynamic parameters of the target vehicle. The feedback suppression torque is used to counteract the inertial pitch torque generated by the longitudinal acceleration of the target vehicle. Based on the sum of the feedforward compensation torque and the feedback suppression torque, as well as the center of gravity position parameters of the target vehicle, the active force request of the active suspension system of the target vehicle is generated. Based on the active force request, the active suspension system is controlled to output a corresponding active force to suppress the pitch motion of the target vehicle.

2. The method according to claim 1, characterized in that, The step of determining the feedforward compensation torque based on the driver's operation information of the target vehicle includes: Based on the driver operation information, a basic torque is determined, wherein the driver operation information is used to represent the driver's intention to control the longitudinal motion of the target vehicle. Based on the base torque and the speed of the target vehicle, a feedforward compensation torque is determined. The feedforward compensation torque is used to generate a pitch suppression torque in advance before the target vehicle produces a change in longitudinal acceleration.

3. The method according to claim 2, characterized in that, The determination of the basic torque based on the driver's operation information includes: When the driver operation information includes brake master cylinder pressure and brake plunger stroke, a first base torque is determined based on the brake master cylinder pressure, and a second base torque is determined based on the brake plunger stroke. The maximum value between the first base torque and the second base torque is taken as the base torque. If the driver operation information includes the total driving torque, the base torque is determined based on the total driving torque.

4. The method according to claim 2, characterized in that, Determining the feedforward compensation torque based on the base torque and the target vehicle speed includes: The vehicle speed compensation coefficient is determined based on the vehicle speed. The product of the base torque and the vehicle speed compensation coefficient is used as the feedforward compensation torque.

5. The method according to claim 1, characterized in that, The determination of the feedback suppression torque based on the vehicle motion state information and pitch dynamic parameters of the target vehicle includes: Based on the longitudinal acceleration in the vehicle motion state information, the sprung mass in the pitch dynamics parameters, and the height of the center of mass in the pitch dynamics parameters, the inertial pitch moment component is determined. Based on the pitch angular velocity in the vehicle motion state information and the pitch damping coefficient in the pitch dynamic parameters, the damping pitch moment component is determined. The pitch damping coefficient is used to represent the proportional relationship between the damping torque and the pitch angular velocity in pitch motion. Based on the pitch angle in the vehicle motion state information and the pitch stiffness in the pitch dynamic parameters, determine the stiffness pitch moment component; The feedback suppression torque is determined based on the inertial pitch moment component, the damped pitch moment component, and the stiffness pitch moment component.

6. The method according to claim 5, characterized in that, The determination of the feedback suppression torque based on the inertial pitch moment component, the damped pitch moment component, and the stiffness pitch moment component includes: Obtain a first correction coefficient corresponding to the inertial pitch moment component, a second correction coefficient corresponding to the damped pitch moment component, and a third correction coefficient corresponding to the stiffness pitch moment component; The product of the inertial pitch moment component and the first correction coefficient is taken as the first corrected moment component, the product of the damped pitch moment component and the second correction coefficient is taken as the second corrected moment component, and the product of the stiffness pitch moment component and the third correction coefficient is taken as the third corrected moment component. The first corrected torque component, the second corrected torque component, and the third corrected torque component are superimposed to obtain the total corrected torque; The feedback suppression torque is obtained by inverting the total correction torque.

7. The method according to claim 5, characterized in that, The method for determining the pitch damping coefficient includes: The pitch damping ratio, pitch moment of inertia, and pitch stiffness of the target vehicle are obtained. The pitch damping ratio is the ratio of the damping torque to the critical damping torque during pitch motion. The pitch moment of inertia is used to represent the ability of the mass distribution of the target vehicle to resist pitch rotation. The pitch stiffness is used to represent the ability of the suspension system of the target vehicle to resist pitch angle deformation. The pitch damping coefficient is determined based on the pitch damping ratio, the pitch moment of inertia, and the pitch stiffness.

8. The method according to claim 1, characterized in that, The determination of the feedback suppression torque based on the vehicle motion state information and pitch dynamic parameters of the target vehicle includes: Obtain the rate of change of longitudinal acceleration of the target vehicle; Based on the longitudinal acceleration change rate, the dynamic response gain of the feedback suppression torque is determined; The feedback suppression torque is determined based on the dynamic response gain, the vehicle motion state information, and the pitch dynamics parameters.

9. The method according to claim 1, characterized in that, The step of generating the active force request for the active suspension system of the target vehicle based on the sum of the feedforward compensation torque and the feedback suppression torque and the center of gravity position parameters of the target vehicle includes: The front axle allocation coefficient and the rear axle allocation coefficient are determined based on the centroid position parameters. Based on the sum of the feedforward compensation torque and the feedback suppression torque and the front axle distribution coefficient, the main power request of the front axle suspension actuator of the active suspension system is generated; Based on the sum of the feedforward compensation torque and the feedback suppression torque and the rear axle distribution coefficient, the main power request of the rear axle suspension actuator of the active suspension system is generated.

10. The method according to claim 9, characterized in that, The determination of the front axle distribution coefficient and the rear axle distribution coefficient based on the centroid position parameter includes: Based on the center of gravity position parameters, the first distance from the center of gravity of the target vehicle to the front axle and the second distance from the center of gravity of the target vehicle to the rear axle are determined. The ratio of the second distance to the square of the wheelbase of the target vehicle is used as the front axle distribution coefficient; The ratio of the first distance to the square of the wheelbase is used as the rear axle allocation coefficient.

11. The method according to claim 1, characterized in that, Before determining the feedforward compensation torque based on the driver's operation information of the target vehicle when the target vehicle meets the preset pitch conditions, the method further includes: Obtain the driver's operation information and vehicle motion status information of the target vehicle; Based on the driver operation information and the vehicle motion state information, it is determined whether the target vehicle has a transient change in longitudinal acceleration; If it is determined that the target vehicle has a transient change in longitudinal acceleration, the target vehicle is determined to meet the preset pitch conditions.

12. The method according to claim 11, characterized in that, The step of determining whether the target vehicle has a transient change in longitudinal acceleration based on the driver operation information and the vehicle motion state information includes: Obtain the longitudinal acceleration and vehicle speed from the vehicle motion state information; If the driver's operation information meets the preset operation conditions, or the longitudinal acceleration meets the preset acceleration conditions, determine whether the vehicle speed is greater than a preset vehicle speed threshold. If the vehicle speed is greater than the preset vehicle speed threshold and the duration exceeds the preset time, it is determined that the target vehicle has a transient change in longitudinal acceleration. Otherwise, it is determined that the target vehicle does not exhibit transient changes in longitudinal acceleration.

13. The method according to claim 12, characterized in that, The step of determining whether the vehicle speed is greater than a preset vehicle speed threshold when the driver's operation information meets preset operation conditions or the longitudinal acceleration meets preset acceleration conditions includes: If the driver operation information includes brake master cylinder pressure and the brake master cylinder pressure is greater than the brake master cylinder pressure threshold, determine whether the vehicle speed is greater than the braking speed threshold. Alternatively, if the driver operation information includes brake master cylinder pressure and the rate of change of the brake master cylinder pressure is greater than the brake master cylinder pressure change rate threshold, determine whether the vehicle speed is greater than the braking vehicle speed threshold. Alternatively, if the longitudinal acceleration is less than the deceleration acceleration threshold, determine whether the vehicle speed is greater than the braking speed threshold. Alternatively, if the driver operation information includes accelerator pedal opening and the accelerator pedal opening is greater than an accelerator pedal opening threshold, determine whether the vehicle speed is greater than an acceleration speed threshold. Alternatively, if the driver operation information includes accelerator pedal opening and the rate of change of the accelerator pedal opening is greater than the accelerator pedal opening rate of change threshold, determine whether the vehicle speed is greater than the acceleration speed threshold. Alternatively, if the longitudinal acceleration is greater than the acceleration threshold, determine whether the vehicle speed is greater than the acceleration speed threshold.

14. 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 attitude control method as described in any one of claims 1 to 13.

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