Suspension system control method and vehicle

Abstract

The application discloses a suspension system control method and a vehicle, and relates to the technical field of vehicle chassis, and comprises the following steps: after detecting a brake signal sent by a brake system of a vehicle, controlling a suspension system of the vehicle based on a first suspension control strategy, obtaining a pitch index of the vehicle, then detecting overshoot of the vehicle based on the pitch index, if the overshoot detection of the vehicle fails, obtaining first dynamic data of the vehicle under the first suspension control strategy and second dynamic data of the vehicle under a second suspension control strategy, determining target dynamic data based on the first dynamic data and the second dynamic data, and controlling the suspension system based on the target dynamic data, so that in the process of controlling the suspension system of the vehicle based on the first suspension control strategy, the adjustment of the dynamic data is carried out in the case of detecting the overshoot of the vehicle, and the effectiveness of controlling the suspension system of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and in particular to a suspension system control method and a vehicle. Background Technology

[0002] With the continuous development of vehicle technology, in order to improve the user's driving or riding experience, the vehicle's suspension system is often controlled to adjust the vehicle's pitch attitude during braking to avoid collisions caused by inertia, which would affect the user's driving or riding experience. Moreover, if the braking distance is too long during braking, it may lead to a collision with the vehicle in front, posing a certain safety hazard. How to effectively adjust the vehicle's pitch attitude during braking is an increasingly important focus for both users and vehicle providers. Summary of the Invention

[0003] In view of the above problems, this application provides a suspension system control method and vehicle that overcomes or at least partially solves the above problems, and the technical solution is as follows: A suspension system control method includes: after detecting a braking signal sent by the vehicle's braking system, controlling the suspension system based on a first suspension control strategy, and acquiring the vehicle's pitch index; performing overshoot detection on the vehicle based on the pitch index; if the overshoot detection fails, acquiring first power data of the vehicle under the first suspension control strategy, and acquiring second power data of the vehicle under a second suspension control strategy; determining target power data based on the first power data and the second power data, and controlling the suspension system based on the target power data.

[0004] In practical applications, braking conditions can be obtained through the pressure of the master cylinder or the travel of the brake pedal. However, when the AEB (Autonomous Emergency Braking) function is triggered, the travel of the brake pedal is not triggered. If the braking conditions are judged solely by the pressure of the master cylinder, the vehicle pitch control will be very lagging, resulting in a longer braking distance. Based on this, the suspension system control method provided in this application detects the braking signal sent by the vehicle's braking system. Upon detecting the braking signal, the method controls the vehicle's suspension system, i.e., performs vehicle pitch control. Thus, after the braking system sends the braking signal, the method controls the vehicle's suspension system without waiting for the master cylinder pressure to build up, improving the timeliness of the vehicle's suspension system control. Based on improving the timeliness of the vehicle's suspension system control, the method shortens the vehicle's braking distance by controlling it in advance, thereby reducing the risk of vehicle collision.

[0005] In the specific implementation process, during the suspension system control of the vehicle, the vehicle's suspension system is first controlled based on the first suspension control strategy, and the vehicle's pitch index is obtained during the control process based on the first suspension control strategy. Overshoot detection is then performed based on the vehicle's pitch index. If the overshoot detection fails, target power data is determined based on the vehicle's first power data under the first suspension control strategy and the second power data under the second suspension control strategy. Suspension system control is then performed based on the target power data. Thus, by using the vehicle's pitch index during the suspension system control phase of the first suspension control strategy, it is possible to detect whether overshoot has occurred during that phase. If so, the control of the suspension system based on the first suspension control strategy is switched to control based on the target power data to prevent overshoot during vehicle braking and improve the effectiveness of suspension system control during braking.

[0006] Optionally, controlling the vehicle's suspension system based on the first suspension control strategy includes: closing the solenoid valve of the compression chamber of the front axle damper and the solenoid valve of the recovery chamber of the rear axle damper; acquiring the vehicle speed, the vehicle's reference parameters, and the braking deceleration sent by the braking system; generating the first power data based on the vehicle speed, the reference parameters, and the braking deceleration, and controlling the suspension system based on the first power data.

[0007] In this optional implementation, since the axle load transfer during the initial deceleration build-up phase of braking causes the front suspension system to be compressed and the rear suspension system to be stretched, during the process of controlling the vehicle's suspension system based on the first suspension control strategy, the solenoid valves of the compression chamber of the front axle damper and the recovery chamber of the rear axle damper are first closed to avoid delay in the active force response due to the current build-up time of the solenoid valves. At the same time, based on the vehicle speed, the vehicle's reference parameters, and the braking deceleration, first power data is generated, and the suspension system is controlled based on the first power data. In this way, by controlling the suspension system through the first power data, the upward active force is applied to the front axle suspension system and the downward active force is applied to the rear axle suspension system, thereby achieving control of the vehicle's suspension system and improving the effectiveness of the suspension system control.

[0008] Optionally, generating the first power data based on the vehicle speed, the reference parameters, and the braking deceleration includes: obtaining a braking pitch control coefficient based on the vehicle speed and the braking deceleration; determining a pitch control torque based on the braking deceleration, the braking pitch control coefficient, and the suspension sprung weight included in the reference parameters; and determining the front wheel power and rear wheel power as the first power data based on the pitch control torque and the reference wheelbase included in the reference parameters.

[0009] In this optional implementation, during the process of generating the first power data based on vehicle speed, reference parameters, and braking deceleration, the braking pitch control coefficient can be obtained first based on vehicle speed and braking deceleration. Then, the front wheel power and rear wheel power can be determined as the first power data based on braking deceleration, braking pitch control coefficient, suspension sprung weight included in the reference parameters, and reference wheelbase. In this way, the braking pitch control coefficient can be determined in combination with vehicle speed and braking deceleration, thereby improving the accuracy of the determined braking pitch control coefficient and avoiding the phenomenon of nose-up before the vehicle has braked and decelerated due to the determined braking pitch control coefficient being too large, which would affect the user experience.

[0010] Optionally, obtaining the vehicle's pitch index includes: obtaining the vehicle's actual pitch angular velocity measured by an inertial measurement unit; filtering the actual pitch angular velocity to obtain a target pitch angular velocity as the pitch index.

[0011] In this optional implementation, during the process of obtaining the vehicle's pitch index, the target pitch angular velocity obtained by filtering the actual pitch angular velocity of the vehicle measured by the inertial measurement unit is used as the pitch index. In this way, the target pitch angular velocity is used as the pitch index so that subsequent overshoot detection can be performed based on the target pitch angular velocity, thereby improving the effectiveness and accuracy of the determined pitch index.

[0012] Optionally, the step of filtering the actual pitch rate to obtain the target pitch rate includes: obtaining the low-pass filter cutoff frequency of the vehicle; and performing low-pass filtering on the actual pitch rate based on the low-pass filter cutoff frequency to obtain the target pitch rate.

[0013] In this optional embodiment, during the process of filtering the actual pitch angular velocity to obtain the target pitch angular velocity, the low-pass filter cutoff frequency corresponding to the vehicle is first obtained. Then, the actual pitch angular velocity is low-pass filtered based on the low-pass filter cutoff frequency to obtain the target pitch angular velocity. In this way, by low-pass filtering the actual pitch angular velocity, high-frequency interference noise from the road surface is filtered out, making the obtained target pitch angular velocity more suitable for road conditions.

[0014] Optionally, obtaining the low-pass filter cutoff frequency of the vehicle includes: obtaining height data collected by the vehicle's height sensor; determining the vehicle's shock absorber movement speed based on the height data; and reading the low-pass filter cutoff frequency mapped by the shock absorber movement speed.

[0015] In this optional implementation, during the process of obtaining the low-pass filter cutoff frequency of the vehicle, the vehicle's shock absorber movement speed is determined from the height data collected by the vehicle's height sensor, and then the low-pass filter cutoff frequency mapped by the shock absorber movement speed is read, so that the obtained low-pass filter cutoff frequency is more suitable for road conditions and reduces road interference.

[0016] Optionally, obtaining the second power data of the vehicle under the second suspension control strategy includes: determining a first vehicle body pitch angle based on the pitch index, and determining a second vehicle body pitch angle based on the vehicle parameters; the vehicle parameters include reference parameters and operating parameters; fusing the first vehicle body pitch angle and the second vehicle body pitch angle to obtain a target vehicle body pitch angle; and generating the second power data according to the target vehicle body pitch angle and the operating parameters.

[0017] In this optional implementation, during the acquisition of the vehicle's second power data under the second suspension control strategy, on the one hand, the first vehicle body pitch angle is determined based on the pitch index; on the other hand, the second vehicle body pitch angle is determined based on the vehicle parameters. Then, the first and second vehicle body pitch angles are fused to obtain the target vehicle body pitch angle. Finally, the second power data is generated based on the target vehicle body pitch angle and the operating parameters. In this way, the target vehicle body pitch angle is calculated by combining the first vehicle body pitch angle calculated from the actual measured pitch angular velocity data and the second vehicle body pitch angle calculated from the vehicle's height sensor data. This combines the advantages of two types of sensors to make up for the shortcomings of a single sensor, improves the accuracy, robustness, and adaptability to road conditions of the obtained target vehicle body pitch angle, and further improves the accuracy and robustness of the second power data generated from the target vehicle body pitch angle and operating parameters.

[0018] Optionally, determining the second body pitch angle of the vehicle based on the vehicle parameters includes: acquiring height data collected by the vehicle's height sensor, which is included in the vehicle parameters; performing low-pass filtering on the height data to obtain target height data; and determining the second body pitch angle of the vehicle based on the target height data, the distance between the wheel and the center of gravity, the running wheelbase, and the reference wheelbase, which are included in the vehicle parameters.

[0019] In this optional implementation, during the process of determining the second body pitch angle of the vehicle based on vehicle parameters, the height data collected by the vehicle's height sensor, which is included in the vehicle parameters, is first low-pass filtered to obtain target height data. Then, based on the target height data, the distance between the wheel and the center of gravity, and the reference wheelbase, the second body pitch angle of the vehicle is calculated. Thus, by combining the target height data, the distance between the wheel and the center of gravity, the running wheelbase, and the reference wheelbase, the second body pitch angle is calculated, making the calculated second body pitch angle a body pitch angle based on the physical entity position and free from sensor-induced drift, thereby improving the accuracy of the calculated second body pitch angle.

[0020] Optionally, the step of fusing the first vehicle pitch angle and the second vehicle pitch angle to obtain the target vehicle pitch angle includes: obtaining the shock absorber movement speed of the vehicle and obtaining a weighting coefficient for the mapping of the shock absorber movement speed; the weighting coefficient is used to characterize the reliability of the first vehicle pitch angle; and fusing the first vehicle pitch angle and the second vehicle pitch angle based on the weighting coefficient to obtain the target vehicle pitch angle.

[0021] In practical applications, the higher the speed of the vehicle's shock absorber, the higher the road excitation frequency. In this case, the noise in the height data collected by the height sensor is greater, making the second vehicle pitch angle calculated based on the height sensor less reliable. Therefore, this optional implementation method determines a weighting coefficient representing the reliability of the second vehicle pitch angle based on the vehicle's shock absorber speed during the fusion process of the first and second vehicle pitch angles. Then, the first and second vehicle pitch angles are fused based on the weighting coefficient to obtain the target vehicle pitch angle. In this way, by introducing a weighting coefficient that can effectively represent the reliability of the second vehicle pitch angle, the fusion process of the first and second vehicle pitch angles achieves an effective fusion with higher weight for the better and lower weight for the worse, improving the accuracy and robustness of the target vehicle pitch angle obtained by fusion.

[0022] Optionally, after performing the overshoot detection operation on the vehicle based on the pitch index, the method further includes: in response to the overshoot detection passing, obtaining a control duration; the control duration includes the duration of controlling the suspension system based on the first suspension control strategy; if the control duration is detected to meet the strategy switching condition, switching from the first suspension control strategy to the second suspension control strategy, so as to control the suspension system based on the second suspension control strategy.

[0023] In this optional implementation, in response to the overshoot detection passing, the control duration of the suspension system controlled based on the first suspension control strategy is obtained. If the control duration meets the strategy switching conditions, the first suspension control strategy is switched to the second suspension control strategy. In this way, the feedforward control that is turned off in advance is switched to precise and stable closed-loop feedback control, so that the vehicle body posture changes from anti-dive to long-term stability, thereby improving the effectiveness of suspension system control.

[0024] Optionally, controlling the suspension system based on the second suspension control strategy includes: controlling the vehicle's electro-hydraulic pump based on the second power data.

[0025] In this optional implementation, during the process of controlling the suspension system based on the second suspension control strategy, the vehicle's electro-hydraulic pump is controlled based on the second power data to achieve effective control of the suspension system.

[0026] Optionally, determining the target power data based on the first power data and the second power data includes: determining a power data difference based on the first power data and the second power data; if the power data difference meets a preset switching condition, determining the second power data as the target power data; if the power data difference does not meet the preset switching condition, generating the target power data based on the first power data and the second power data.

[0027] In this optional implementation, during the process of determining the target power data based on the first power data and the second power data, the difference between the power data of the first power data and the second power data is used to detect whether the vehicle meets the preset switching conditions. If so, the second power data is determined as the target power data; otherwise, the target power data is generated based on the first power data and the second power data. Thus, when it is detected that the vehicle does not meet the preset switching conditions, the target power data is generated based on the first power data and the second power data. The suspension system is controlled based on the target power data that integrates the first power data and the second power data, which avoids the abrupt feeling of sudden change in vehicle posture caused by directly switching the suspension system control based on the first power data to the suspension system control based on the second power data, thereby improving the user's perception.

[0028] Optionally, the braking system includes an automatic emergency braking system; the automatic emergency braking system sends the braking signal after predicting a collision risk.

[0029] In this optional implementation, after the automatic emergency braking system sends a braking signal, the vehicle's suspension system can be controlled based on the braking signal, avoiding the need to wait for the brake master cylinder pressure to build up and improving the timeliness of controlling the suspension system.

[0030] A suspension system control device, the device comprising: The first control module is used to control the vehicle's suspension system based on a first suspension control strategy after detecting a braking signal sent by the vehicle's braking system, and to obtain the vehicle's pitch index. An overshoot detection module is used to perform overshoot detection on the vehicle based on the pitch index; The data acquisition module is used to acquire first power data of the vehicle under the first suspension control strategy and second power data of the vehicle under the second suspension control strategy when the overshoot detection of the vehicle fails. The second control module is used to determine target power data based on the first power data and the second power data, and to control the suspension system based on the target power data.

[0031] A vehicle that includes a suspension system control device as described above.

[0032] A vehicle includes a memory for storing a computer program; and a processor for executing the computer program to implement the steps of any of the above-described suspension system control methods.

[0033] An electronic device includes: a memory for storing a computer program; and a processor for executing the computer program to implement the steps of any of the above-described suspension system control methods.

[0034] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the above-described suspension system control methods.

[0035] A computer program product includes a computer program that, when executed by a processor, implements the steps of any of the above-described suspension system control methods.

[0036] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0037] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1This is a schematic diagram of the implementation environment of a suspension system control method provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a suspension system control method provided in an embodiment of this application. Figure 1 ; Figure 3 This is a schematic diagram of speed and braking pitch control coefficient mapping provided in an embodiment of this application; Figure 4 This is a schematic diagram of a speed-to-cutoff frequency mapping provided in an embodiment of this application; Figure 5 This is a schematic diagram of speed and weighting coefficient mapping provided in an embodiment of this application; Figure 6 This is a schematic flowchart of a suspension system control method provided in an embodiment of this application. Figure 2 ; Figure 7 This is a schematic diagram illustrating a process for obtaining second power data of a vehicle under a second suspension control strategy, as provided in an embodiment of this application. Figure 8 This is a schematic structural diagram of a suspension system control device provided in an embodiment of this application; Figure 9 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0038] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0039] In practical applications, vehicle pitch control is achieved by controlling the vehicle's suspension system. Specifically, in an AEB (Autonomous Emergency Braking) scenario, after detecting a collision risk, AEB outputs a braking control command. Upon receiving this command, the hydraulic unit drives the hydraulic pump and solenoid valves to establish oil pressure in the master cylinder. Pressure sensors collect the master cylinder pressure value in real time and send it to the suspension control system. The suspension control system then controls the suspension system after detecting that the master cylinder pressure value exceeds a set threshold. However, typically, it takes about 100 milliseconds from the hydraulic unit receiving the braking control command to the master cylinder pressure value actually rising. Furthermore, during the suspension control system's control of the suspension system, it needs to first establish current in the solenoid valves before outputting the active force to suppress vehicle nose-diving; this process also typically takes about 100 milliseconds. Therefore, in an AEB scenario, relying on the master cylinder pressure value to determine whether to control the suspension system results in a control lag of approximately 200 milliseconds. This lag can lead to significant vehicle nose-diving, preventing the suspension system from fully utilizing its capabilities.

[0040] To address this issue, the suspension system control method provided in this embodiment addresses the response lag problem inherent in vehicle suspension system control based on master cylinder pressure value judgment. At the control timing level, the suspension system is controlled based on the first suspension control strategy immediately after a braking signal is detected. This eliminates the need to wait for the master cylinder pressure value to reach a set threshold or for the solenoid valve current to build up before power output. By enabling the suspension system to intervene earlier, timely suppression of vehicle pitch is achieved. Furthermore, by utilizing the suspension system's adjustment capabilities in a timely manner to suppress vehicle pitch, the braking distance under AEB (Autonomous Emergency Braking) conditions is further shortened.

[0041] In the specific execution process, after detecting the braking signal sent by the braking system, the first suspension control strategy is used to achieve rapid feedforward prevention, quickly suppressing nose-diving in the early stage of braking to ensure response speed. At the same time, the pitch index is obtained, and the vehicle is detected to see if overshoot occurs based on the pitch index, that is, whether the overshoot detection of the vehicle passes, so as to avoid attitude instability caused by excessive feedforward force. When the vehicle overshoots, i.e., the overshoot detection fails, the target power data determined from the first power data and the second power data is used to control the suspension system to avoid the abrupt feeling caused by the sudden change in body posture and to achieve a smooth switch of suspension control strategy.

[0042] like Figure 1 As shown, Figure 1 This is a schematic diagram of the implementation environment of a suspension system control method provided in this application embodiment. The implementation environment includes: a vehicle controller 101; The vehicle controller 101 is a terminal installed on the vehicle. The vehicle controller 101 can acquire and process vehicle-related information. For example, the vehicle controller 101 can be used to: acquire braking signals, acquire pitch parameters, and perform overshoot detection. In addition, the implementation environment may also include a braking system controller 102, which may be a controller for an automatic emergency braking system for sending a braking signal after a collision risk is predicted. The implementation environment may also include a suspension controller 103, through which the vehicle controller 101 can control the vehicle's suspension system.

[0043] It should be noted that, in the implementation environment including the vehicle controller 101, the braking system controller 102 and the suspension controller 103, the vehicle controller 101 establishes communication connections with the braking system controller 102 and the suspension controller 103 respectively, so as to realize the coordinated control of the braking system controller 102 and the suspension controller 103 by the vehicle controller 101.

[0044] like Figure 2 As shown, Figure 2 This is a schematic flowchart of a suspension system control method provided in an embodiment of this application. Figure 1 The method includes: Step 201: After detecting the braking signal sent by the vehicle's braking system, control the vehicle's suspension system based on the first suspension control strategy, and obtain the vehicle's pitch index.

[0045] In this embodiment, the vehicle's braking system is detected. Upon detecting a braking signal sent by the vehicle's braking system, the vehicle's suspension system is controlled based on the first suspension control strategy. In this way, the vehicle's suspension system is controlled in a feedforward manner upon detecting a braking signal, which improves the timeliness of suspension system control. This, in turn, shortens the braking distance and reduces the risk of collision for the user by controlling and braking earlier.

[0046] The braking system in this embodiment includes the vehicle's AEB (Automatic Emergency Braking) system; the braking system can send a braking signal after predicting a collision risk. That is, the automatic emergency braking system can send a braking signal after predicting a collision risk. The braking signal in this embodiment can be a braking control command sent by the automatic emergency braking system; after detecting the braking signal sent by the vehicle's braking system, the vehicle controller or suspension control system controls the vehicle's suspension system based on a first suspension control strategy. The first suspension control strategy in this embodiment includes a pre-configured control strategy for feedforward control of the vehicle's suspension system. Optionally, the first suspension control strategy includes: closing the solenoid valve and / or controlling the suspension system.

[0047] In practice, the delay in active force response caused by the current build-up time of the solenoid valve can be avoided by closing the solenoid valve. The suspension system can be controlled to apply upward active force to the front axle suspension system and downward active force to the rear suspension system. In this way, the front axle suspension system is not compressed and the rear axle suspension system is stretched due to axle load transfer during the initial deceleration build-up, resulting in a nose-diving posture with the front of the car sinking and the rear of the car rising.

[0048] The following describes in detail the process of controlling the vehicle's suspension system based on the first suspension control strategy.

[0049] Step 201-1: Control the vehicle's suspension system based on the first suspension control strategy.

[0050] In practice, during the process of controlling the vehicle's suspension system based on the first suspension control strategy, the solenoid valve can be turned off and / or the vehicle's electro-hydraulic pump can be controlled.

[0051] (1) Close the solenoid valve.

[0052] In practical applications, when a vehicle brakes, the body will lurch forward due to inertia, and the vehicle's center of gravity will shift forward instantaneously, resulting in an increase in the front axle load. This forces the front suspension system to shorten, causing it to compress. Conversely, the rear axle load will decrease, causing the rear suspension system to lengthen, resulting in it to extend. The compression of the front suspension system and the extension of the rear suspension system will cause the vehicle to exhibit a nose-diving phenomenon, with the front end dropping and the rear end lifting. Based on this, in the specific implementation process, when controlling the vehicle's suspension system based on the first suspension control strategy, on the one hand, to prevent the front suspension system from being compressed during braking and causing the front of the vehicle to sink, the solenoid valve of the front axle shock absorber compression chamber can be closed. By closing the solenoid valve of the front axle shock absorber compression chamber in advance, the oil in the front axle shock absorber compression chamber cannot flow out, thus locking the front axle shock absorber and preventing the front of the vehicle from sinking, thereby counteracting axle load transfer. On the other hand, to prevent the rear suspension system from being stretched during braking and causing the rear of the vehicle to lift, the solenoid valve of the rear axle shock absorber recovery chamber can be closed. By closing the solenoid valve of the rear axle shock absorber recovery chamber in advance, the oil cannot flow into the rear axle shock absorber recovery chamber, thus locking the rear axle shock absorber and preventing the rear of the vehicle from lifting, thereby counteracting axle load transfer.

[0053] It should be noted that in practical applications, there is no pedal signal when AEB is triggered, the pressure builds up slowly, and there is a current build-up delay during the process of the solenoid valve closing by building up current. In this case, if we wait for the solenoid valve to close by building up current, the vehicle body may have already experienced a relatively severe nose-diving phenomenon. Based on this, in this embodiment, after detecting the braking signal sent by the vehicle's braking system, the front axle damper compression chamber solenoid valve and the rear axle damper recovery chamber solenoid valve are closed. This avoids the delay in active force response caused by the current build-up time of the solenoid valve. By closing the front axle damper compression chamber solenoid valve and the rear axle damper recovery chamber solenoid valve in advance, the suspension system is locked in advance, achieving zero-delay anti-nose-diving of the vehicle, thereby shortening the AEB braking distance.

[0054] (2) Control the vehicle's suspension system based on the first power data.

[0055] In the process of controlling the vehicle's suspension system based on the first suspension control strategy, the vehicle's suspension system can also be controlled based on the first power data. Specifically, in the process of controlling the vehicle's suspension system based on the first power data, the vehicle speed, the vehicle's reference parameters, and the braking deceleration sent by the braking system can be obtained first. Then, based on the vehicle speed, the reference parameters, and the braking deceleration, the first power data is generated, and the vehicle's suspension system is controlled based on the first power data.

[0056] In this embodiment, vehicle speed includes the vehicle's current speed. Vehicle reference parameters include parameters describing the vehicle's reference information; specifically, vehicle reference parameters may include at least one of the following: suspension sprung weight, reference wheelbase. Braking deceleration includes the braking deceleration generated and transmitted by the braking system during braking.

[0057] In the specific execution process, first power data is generated based on vehicle speed, vehicle reference parameters, and braking deceleration, and the vehicle's electro-hydraulic pump is controlled based on the first power data. In an optional implementation of this embodiment, in the process of generating the first power data based on vehicle speed, reference parameters, and braking deceleration, the braking pitch control coefficient is first read based on vehicle speed and braking deceleration. Then, the pitch control torque is determined based on the braking deceleration, the braking pitch control coefficient, and the suspension sprung weight included in the reference parameters. Finally, the front wheel power and rear wheel power are determined as the first power data based on the pitch control torque and the reference wheelbase included in the reference parameters.

[0058] Specifically, the mapping relationship between vehicle speed, braking deceleration, and braking pitch control coefficient can be pre-configured. During the process of reading the braking pitch control coefficient based on vehicle speed and braking deceleration, the mapped braking pitch control coefficient can also be read. Optionally, the braking pitch control coefficient is proportional to both vehicle speed and braking deceleration. Thus, by obtaining braking pitch control coefficients that are proportional to both vehicle speed and braking deceleration, the calculated first dynamic data is matched with the pitch suppression force required for the current vehicle speed and braking intensity, ensuring that the vehicle neither nods nor pitches up, thereby improving the effectiveness of the obtained first dynamic data.

[0059] In the actual execution process, a speed and braking pitch control coefficient mapping table can be pre-configured. When reading the braking pitch control coefficient based on vehicle speed and braking deceleration, the corresponding braking pitch control coefficient can be queried from the speed and braking pitch control coefficient mapping table based on vehicle speed and braking deceleration.

[0060] For example, such as Figure 3 The diagram showing the mapping between speed and braking pitch control coefficient illustrates the mapping relationship between vehicle speed, braking deceleration, and braking pitch control coefficient, with braking deceleration (atar) as the x-axis, vehicle speed (v) as the y-axis, and braking pitch control coefficient (λ) as the z-axis.

[0061] It should be noted that, Figure 3 The values ​​in the speed and braking pitch control coefficient mapping diagram shown are merely illustrative. Specific values ​​can be configured according to the actual scenario, and this embodiment does not impose any limitations on them.

[0062] Based on the read braking pitch control coefficient, the pitch control torque can be determined according to the braking deceleration, the braking pitch control coefficient, and the suspension sprung weight included in the reference parameters. Specifically, in determining the pitch control torque based on the braking deceleration, the braking pitch control coefficient, and the suspension sprung weight included in the reference parameters, the absolute value of the product of the braking deceleration, the braking pitch control coefficient, and the suspension sprung weight can be calculated as the pitch control torque.

[0063] For example, given braking deceleration αtar, braking pitch control coefficient λ, and suspension sprung weight m, the pitch control torque can be calculated. for:

[0064] Based on the determined pitch control torque, and using the reference wheelbase included in the reference parameters, the front and rear wheel power is determined as the first power data. Specifically, in determining the front and rear wheel power based on the pitch control torque and the reference wheelbase included in the reference parameters, the negative value of the ratio of the product of the pitch control torque and the first parameter to the reference wheelbase can be calculated as the front wheel power, and the ratio of the product of the pitch control torque and the first parameter to the reference wheelbase can be calculated as the rear wheel power. It should be noted that the front wheel power may include the active power of the left front shock absorber and the active power of the right front shock absorber; the rear wheel power may include the active power of the left rear shock absorber and the active power of the right rear shock absorber.

[0065] Using the previous example, with the first parameter set to 0.5 and the reference wheelbase as L, the pitch control torque is calculated. Then, the first power data is calculated using the following formula:

[0066]

[0067] in, This indicates the active force of the left front wheel shock absorber under the first suspension control strategy. This indicates the active force of the right front wheel shock absorber under the first suspension control strategy. This indicates the active force of the left rear wheel shock absorber under the first suspension control strategy. This indicates the active force of the right rear wheel shock absorber under the first suspension control strategy.

[0068] It should be noted that the pitch control torque generated above can be the first pitch control torque, and correspondingly, the front wheel power can be the first front wheel power, and the rear wheel power can be the first rear wheel power.

[0069] In practice, after generating the first power data, the vehicle's electro-hydraulic pump can be controlled based on the first power data. Specifically, during the process of controlling the vehicle's electro-hydraulic pump based on the first power data, the first power data can be sent to the main power control module to execute the corresponding electro-hydraulic pump speed, thereby realizing the control of the vehicle's electro-hydraulic pump.

[0070] It should be noted that the above description of the specific processes for controlling the vehicle's suspension system based on the first suspension control strategy, including closing the solenoid valve and controlling the vehicle's suspension system based on the first power data, has been provided. In actual execution, the specific process of controlling the vehicle's suspension system based on the first suspension control strategy can be implemented by selecting either closing the solenoid valve or controlling the vehicle's suspension system based on the first power data, depending on the specific conditions of the vehicle. For example, for linear motor and / or ball screw type active suspension systems, the vehicle's suspension system can be controlled based on the first power data when controlling the vehicle's suspension system based on the first suspension control strategy. Furthermore, the specific execution process of controlling the vehicle's suspension system based on the first suspension control strategy can also be implemented by using both closing the solenoid valve and controlling the vehicle's suspension system based on the first power data; this embodiment does not limit this approach.

[0071] It should also be noted that controlling the vehicle's suspension system based on the first suspension control strategy can involve controlling the vehicle's suspension system for a preset duration based on the first suspension control strategy. This preset duration can be determined based on the establishment time of the brake master cylinder pressure; for example, if the brake master cylinder pressure establishment time is 100 milliseconds, then the preset duration can also be 100 milliseconds. That is, controlling the vehicle's suspension system based on the first suspension control strategy can be replaced by controlling the vehicle's suspension system according to the preset duration based on the first suspension control strategy, and this can be combined with other processing procedures provided in this embodiment to form a new implementation method. In this embodiment, the first suspension control strategy can be replaced by a feedforward suspension control strategy.

[0072] The above describes in detail the process of controlling the vehicle's suspension system based on the first suspension control strategy. In specific implementation, the vehicle's pitch index can also be obtained to perform overshoot detection based on the pitch index. The following describes in detail the execution process of obtaining the vehicle's pitch index.

[0073] Step 201-2: Obtain the vehicle's pitch index.

[0074] In practice, the vehicle's pitch index is acquired to detect whether overshoot occurs during suspension system control based on the first suspension control strategy. Specifically, the pitch index can be determined from the actual pitch angular velocity of the vehicle measured by the inertial measurement unit (IMU). More specifically, the target pitch angular velocity obtained by filtering the actual pitch angular velocity measured by the IMU can be used as the pitch index.

[0075] In one optional implementation of this embodiment, in the process of obtaining the vehicle's pitch index, the actual pitch angular velocity of the vehicle measured by the inertial measurement unit is first obtained, and then the actual pitch angular velocity is filtered to obtain the target pitch angular velocity as the pitch index.

[0076] Specifically, in the process of filtering the actual pitch angular velocity to obtain the target pitch angular velocity, the low-pass filter cutoff frequency corresponding to the vehicle can be obtained first, and then the actual pitch angular velocity can be low-pass filtered based on the low-pass filter cutoff frequency to obtain the target pitch angular velocity.

[0077] In the specific execution process, when obtaining the vehicle's pitch index, the vehicle's low-pass filter cutoff frequency and the vehicle's actual pitch angular velocity measured by the inertial measurement unit can be obtained. Then, based on the low-pass filter cutoff frequency, a first-order low-pass filter is applied to the actual pitch angular velocity to obtain the target pitch angular velocity.

[0078] For example, the low-pass filter cutoff frequency of the vehicle is ;in, This indicates the low-pass filter cutoff frequency corresponding to the left front suspension. This indicates the low-pass filter cutoff frequency corresponding to the right front suspension. This indicates the low-pass filter cutoff frequency corresponding to the left rear suspension. This indicates the low-pass filter cutoff frequency corresponding to the right rear suspension; the actual pitch angular velocity measured by the IMU (Inertial Measurement Unit) is subjected to a first-order low-pass filter using the vehicle's low-pass filter cutoff frequency to obtain the target pitch angular velocity. As a pitch indicator.

[0079] In practical implementation, since the height data collected by the vehicle's height sensor can characterize road conditions, the vehicle's low-pass filter cutoff frequency can be determined based on this data. In one optional implementation of this embodiment, the process of obtaining the vehicle's low-pass filter cutoff frequency involves first acquiring the height data collected by the vehicle's height sensor, then determining the vehicle's shock absorber speed based on the height data, and finally reading the low-pass filter cutoff frequency mapped to the shock absorber speed. This makes the obtained low-pass filter cutoff frequency more suitable for road conditions.

[0080] The height data in this embodiment includes left front height data collected by the left front height sensor, right front height data collected by the right front height sensor, left rear height data collected by the left rear height sensor, and / or right rear height data collected by the right rear height sensor.

[0081] Specifically, in determining the vehicle's shock absorber speed based on altitude data, the altitude data can first be differentiated and then subjected to a first-order low-pass filter to obtain the initial shock absorber speed. Then, the initial shock absorber speed is subjected to attenuation filtering to obtain the final shock absorber speed.

[0082] For example, the initial vibration damper velocity is obtained by differentiating the height data and then performing a first-order low-pass filter. ,in, This indicates the initial velocity of the left front shock absorber. This indicates the initial velocity of the right front shock absorber. This indicates the initial velocity of the left rear shock absorber. This represents the initial velocity of the right rear shock absorber. The initial shock absorber velocity is then attenuated and filtered using the following method to obtain the final shock absorber velocity:

[0083] Where k is the attenuation coefficient, which can be greater than or equal to 0 and less than or equal to 1. It should be noted that k can be generated using a random algorithm. n represents time, and n-1 represents the previous time. Indicates the speed of the left front shock absorber. Indicates the speed of the right front shock absorber. Indicates the speed of the left rear shock absorber. This indicates the speed of the right rear shock absorber.

[0084] After determining the vehicle's shock absorber speed, the low-pass filter cutoff frequency mapped to the shock absorber speed can be read as the vehicle's low-pass filter cutoff frequency. In this embodiment, the mapping relationship between the shock absorber speed and the low-pass filter cutoff frequency can be pre-configured. During the process of reading the low-pass filter cutoff frequency mapped to the shock absorber speed, this mapping relationship can be used to read the low-pass filter cutoff frequency. The mapping relationship between the shock absorber speed and the low-pass filter cutoff frequency can be stored through speed-to-cutoff frequency mapping data or a mapping table. That is, during the process of reading the low-pass filter cutoff frequency mapped to the shock absorber speed, the low-pass filter cutoff frequency mapped to the shock absorber speed can be read from the speed-to-cutoff frequency mapping data or a mapping table.

[0085] In practical applications, when the shock absorber's speed is low, the road excitation is weak, the suspension system is almost stationary, and sensor noise is mainly low-frequency drift. Based on this, the low-pass filter cutoff frequency can be increased to retain more effective signals. As the shock absorber's speed gradually increases, the suspension system begins to move, and the road introduces a small amount of high-frequency interference. Based on this, the low-pass filter cutoff frequency can be appropriately reduced to better filter out high-frequency bump noise. Furthermore, as the shock absorber's speed increases further, high-frequency noise becomes dominant. If the low-pass filter cutoff frequency is further reduced, it will lead to a severe delay in the attitude signal. Based on this, the low-pass filter cutoff frequency can be kept at an effective low-pass filter cutoff frequency.

[0086] Based on this, optionally, when the vibration damper's movement speed is less than the movement speed threshold, the low-pass filter cutoff frequency can be inversely proportional to or negatively correlated with the vibration damper's movement speed; when the vibration damper's movement speed is greater than or equal to the movement speed threshold, the low-pass filter cutoff frequency can be maintained at the pre-configured effective low-pass filter cutoff frequency.

[0087] For example, such as Figure 4 The diagram showing the speed-to-cutoff frequency mapping is as follows: the x-axis represents the vibration damper's speed, and the y-axis represents the low-pass filter cutoff frequency. Specifically, when the vibration damper's speed is less than the threshold of 0.1 m / s, the low-pass filter cutoff frequency is inversely proportional to the vibration damper's speed. When the vibration damper's speed is greater than or equal to the threshold of 0.1 m / s, the low-pass filter cutoff frequency remains unchanged at the effective low-pass filter cutoff frequency of 1 Hz.

[0088] It should be noted that the low-pass filter cutoff frequencies for the front left, front right, rear left, and rear right can all be obtained using the above method, and this embodiment does not limit them. Furthermore, the low-pass filter cutoff frequencies for the front left, front right, rear left, and rear right are related to the vibration damper speeds for the front left, front right, rear left, and rear right, respectively.

[0089] Step 202: Based on the pitch index, perform overshoot detection on the vehicle.

[0090] In specific implementation, after obtaining the vehicle's pitch index, overshoot detection is performed on the vehicle based on the pitch index. Since the vehicle's pitch index can be the vehicle's pitch index during the process of controlling the vehicle's suspension system based on the first suspension control strategy, overshoot detection based on the pitch index can be used to detect overshoot of the vehicle's suspension system controlled based on the first suspension control strategy.

[0091] Specifically, in the process of overshoot detection of a vehicle based on the pitch index, it can be detected whether the pitch index is less than the pitch index threshold. If so, it is determined that the overshoot detection of the vehicle has failed; if not, it is determined that the overshoot detection of the vehicle has passed.

[0092] If the pitch index is greater than or equal to the pitch index threshold, the vehicle's overshoot detection is considered passed; if the pitch index is less than the pitch index threshold, the vehicle's overshoot detection is considered failed.

[0093] For example, if the pitch index threshold is 0, and the target pitch angular velocity, i.e. the pitch index, is less than 0, the vehicle's negative pitch angular velocity indicates overshoot, and the overshoot detection is deemed to have failed. If the pitch index is greater than or equal to 0, the vehicle does not exhibit overshoot, and the overshoot detection is deemed to have passed.

[0094] In practice, if the overshoot detection of the vehicle passes, the vehicle's suspension system can continue to be controlled based on the first suspension control strategy, and the overshoot detection can be performed on the process of controlling the vehicle's suspension system based on the first suspension control strategy. That is, if the overshoot detection of the vehicle passes, the control of the vehicle's suspension system based on the first suspension control strategy and the acquisition of the vehicle's pitch index can continue.

[0095] Furthermore, if the vehicle overshoot detection passes, the control duration for controlling the suspension system based on the first suspension control strategy can be obtained. Based on this control duration, the suspension system is then controlled using the second suspension control strategy. Thus, once braking pressure is established and the vehicle establishes braking deceleration, feedback control is applied to the vehicle based on the vehicle pitch angle, pitch rate, and / or vehicle speed. Therefore, if the control duration of the first suspension control strategy meets the control strategy switching conditions, the system switches to control the suspension system based on the second suspension control strategy, achieving an effective switch and transition from feedforward pre-control to precise control.

[0096] In one optional implementation of this embodiment, in response to the overshoot detection passing, the control duration is acquired; if the control duration is detected to meet the strategy switching condition, the system is switched from the first suspension control strategy to the second suspension control strategy, so as to control the suspension system based on the second suspension control strategy. Optionally, the control duration includes the duration of controlling the suspension system based on the first suspension control strategy.

[0097] Specifically, after obtaining the control duration, it checks whether the control duration meets the control strategy switching conditions. During this process, it checks whether the control duration is greater than or equal to a preset duration. If so, the control strategy switching conditions are met; otherwise, they are not. If the control strategy switching conditions are not met, no action is taken.

[0098] Specifically, in the process of controlling the suspension system based on the second suspension control strategy, the suspension system can be controlled based on the second power data. The method for obtaining the second power data is similar to the process of obtaining the vehicle's second power data under the second suspension control strategy described below; refer to the relevant content below, and this embodiment is not limited thereto. Furthermore, controlling the vehicle's suspension system based on the second power data includes controlling the vehicle's electro-hydraulic pump based on the second power data. The process of controlling the vehicle's electro-hydraulic pump based on the second power data is similar to the relevant content of controlling the vehicle's electro-hydraulic pump based on the first power data described above; refer to the relevant content above, and this embodiment is not limited thereto.

[0099] It should be noted that, when the control duration meets the strategy switching conditions, during the process of switching from the first suspension control strategy to the second suspension control strategy, the first power data and the second power data can also be acquired. Then, based on the first power data and the second power data, the target power data is determined, and the suspension system is controlled based on the target power data, thereby achieving a smooth transition from the first suspension control strategy to the second suspension control strategy.

[0100] Step 203: If the overshoot detection of the vehicle fails, obtain the first power data of the vehicle under the first suspension control strategy and the second power data of the vehicle under the second suspension control strategy.

[0101] In practice, if the vehicle overshoot detection fails, the first power data of the vehicle under the first suspension control strategy and the second power data of the vehicle under the second suspension control strategy can be obtained.

[0102] The second suspension control strategy in this embodiment includes a suspension control strategy that performs attitude feedback control on the vehicle after braking pressure or vehicle braking deceleration is established, combined with vehicle pitch angle, pitch rate, and / or vehicle speed. The first power data of the vehicle under the first suspension control strategy can be obtained with reference to the above-mentioned related content. The process of obtaining the second power data of the vehicle under the second suspension control strategy is described in detail below. In an optional implementation provided in this embodiment, the process of obtaining the second power data of the vehicle under the second suspension control strategy is implemented in the following manner: (1) Determine the first body pitch angle of the vehicle based on the pitch index.

[0103] In specific implementation, during the process of acquiring the second power data of the vehicle under the second suspension control strategy, the first vehicle body pitch angle can be determined first based on the pitch index. In this embodiment, the first vehicle body pitch angle includes the first vehicle body pitch angle determined from the actual pitch angular velocity obtained from actual measurement.

[0104] Specifically, in the process of determining the first vehicle body pitch angle based on the pitch index, the pitch index can first be subjected to a first-order high-pass filter to obtain a reference pitch index, and then the reference pitch index can be integrated to obtain the first vehicle body pitch angle.

[0105] Specifically, the pitch index is the target pitch angular velocity. The target pitch angular velocity is subjected to a first-order high-pass filter to obtain the reference pitch angular velocity. The reference pitch angular velocity is then integrated to obtain the first vehicle pitch angle.

[0106] For example, the target pitch angular velocity is The reference pitch velocity is obtained by performing a first-order high-pass filter on the target pitch velocity. The first vehicle pitch angle is obtained by integrating the reference pitch angular velocity. .

[0107] (2) Determine the second body pitch angle of the vehicle based on the vehicle parameters.

[0108] In practice, in addition to determining the first vehicle body pitch angle based on pitch indices, a second vehicle body pitch angle can also be determined based on vehicle parameters. In this embodiment, the second vehicle body pitch angle includes the vehicle body pitch angle calculated from altitude data.

[0109] In the specific execution process, during the calculation of the vehicle pitch angle from the altitude data, a second vehicle pitch angle can be determined based on the vehicle's parameters. Optionally, the vehicle parameters may include the vehicle's baseline parameters and operating parameters. The vehicle's operating parameters include parameters collected during vehicle operation; for example, the distance between the wheels and the center of gravity during vehicle operation, altitude data collected by the altitude sensor, and vehicle speed. In this embodiment, the operating parameters can be obtained through IMU measurement.

[0110] In one optional implementation of this embodiment, during the process of determining the second vehicle pitch angle based on vehicle parameters, the height data collected by the vehicle's height sensor, which is included in the vehicle parameters, can be acquired first. Then, the height data is low-pass filtered to obtain target height data. Finally, based on the target height data, the distance between the wheels and the center of gravity, the operating wheelbase, and the reference wheelbase included in the vehicle parameters, the second vehicle pitch angle is determined. In this embodiment, the operating wheelbase includes the front wheelbase and the rear wheelbase.

[0111] Specifically, in determining the second body pitch angle of a vehicle based on its vehicle parameters, the height data contained in the vehicle parameters can first be low-pass filtered to obtain the target height data. Then, based on the target height data, the distance between the wheels and the center of gravity contained in the vehicle parameters, and the reference wheelbase, the second body pitch angle of the vehicle can be calculated.

[0112] Specifically, in the process of low-pass filtering the altitude data, a first-order low-pass filter can be performed on the altitude data to obtain the target altitude data.

[0113] For example, obtaining height data by performing a first-order low-pass filter. ,in, Indicates the height of the target on the left front. Indicates the height of the target on the right front. Indicates the height of the left rear target. This indicates the height of the target to the right rear.

[0114] After obtaining the target height data, the second body pitch angle of the vehicle is determined based on the target height data, the reference wheelbase, and the distance between the wheel and the center of gravity.

[0115] Specifically, in determining the second vehicle pitch angle based on target height data, reference wheelbase, and the distance between the wheel and the center of gravity, the ratio of the difference between the right rear target height and the left rear target height to the rear wheelbase is calculated to obtain the first ratio. The product of the distance between the left rear wheel and the center of gravity and the first ratio is calculated to obtain the first product. The sum of the left rear target height and the first product is then calculated as the first value. The ratio of the difference between the right front target height and the left front target height to the front wheelbase is calculated to obtain the second ratio. The product of the distance between the left front wheel and the center of gravity and the second ratio is calculated to obtain the second product. The sum of the left front target height and the second product is then calculated as the second value. Finally, the arctangent function value of the ratio of the difference between the first value and the second value to the reference wheelbase is calculated as the second vehicle pitch angle.

[0116] Alternatively, the initial second vehicle body pitch angle can be determined using the method described above, and then a first-order low-pass filter can be applied to the initial second vehicle body pitch angle based on the low-pass filter cutoff frequency to obtain the second vehicle body pitch angle. That is, based on target height data, the distance between the wheels and the center of gravity, the operating wheelbase, and the reference wheelbase, the initial second vehicle body pitch angle is determined, and then a first-order low-pass filter is applied to the initial second vehicle body pitch angle based on the low-pass filter cutoff frequency to obtain the second vehicle body pitch angle.

[0117] For example, the initial second vehicle body pitch angle It can be determined in the following way:

[0118] in, This represents the distance in the Y direction between the center of the left rear wheel and the center of mass. This is the distance in the Y direction between the center of the left front wheel and the center of mass. This refers to the front wheelbase. This refers to the rear wheelbase; The initial second vehicle body pitch angle was obtained through calculation. Then, based on the low-pass filter cutoff frequency, a first-order low-pass filter is applied to the initial second vehicle body pitch angle to obtain the second vehicle body pitch angle. .

[0119] (3) The first vehicle pitch angle and the second vehicle pitch angle are fused to obtain the target vehicle pitch angle.

[0120] In practice, after obtaining the first vehicle pitch angle and the second vehicle pitch angle, the first vehicle pitch angle and the second vehicle pitch angle are fused to obtain the target vehicle pitch angle.

[0121] In practical applications, the higher the speed of the vehicle's shock absorber, the higher the road excitation frequency. In this case, the noise in the height data collected by the height sensor is greater, making the second vehicle pitch angle calculated based on the height sensor less reliable. Therefore, in this embodiment, during the fusion processing of the first and second vehicle pitch angles, a weighting coefficient is obtained based on the vehicle's shock absorber speed to characterize the reliability of the second vehicle pitch angle. Then, the first and second vehicle pitch angles are fused based on the weighting coefficient to obtain the target vehicle pitch angle. In this way, by introducing a weighting coefficient that can effectively characterize the reliability of the second vehicle pitch angle, the fusion processing of the first and second vehicle pitch angles achieves effective fusion with higher weight for the better and lower weight for the worse, improving the accuracy and robustness of the target vehicle pitch angle obtained by fusion.

[0122] In practice, the mapping data between the vibration damper's motion speed and weighting coefficients can be pre-configured. After obtaining the vibration damper's motion speed, the weighting coefficients of the vibration damper's operating data mapping can be obtained based on the vibration damper's motion speed and weighting coefficient mapping data. The vibration damper's motion speed and weighting coefficient mapping data can be stored through speed and weighting coefficient mapping data or speed and weighting coefficient mapping tables. Specifically, in the process of obtaining the weighting coefficients of the vibration damper's motion speed mapping, the weighting coefficients of the vibration damper's motion speed mapping can be read from the speed and weighting coefficient mapping data or speed and weighting coefficient mapping table.

[0123] Since the higher the speed of the vehicle's shock absorber, the higher the road excitation frequency, the greater the noise in the height data collected by the height sensor. Consequently, the second vehicle pitch angle calculated based on the height sensor is less reliable. Therefore, the weighting coefficient can be inversely proportional to or negatively correlated with the speed of the shock absorber.

[0124] For example, such as Figure 5 The diagram shown illustrates the mapping between velocity and weighting coefficients. The x-axis represents the velocity of the shock absorber, and the y-axis represents the weighting coefficients.

[0125] It should be noted that since the vibration damper movement speed includes the left front vibration damper movement speed, the right front vibration damper movement speed, the left rear vibration damper movement speed, and the right rear vibration damper movement speed, the obtained weighting coefficients can also include the left front weighting coefficient, the right front weighting coefficient, the left rear weighting coefficient, and the right rear weighting coefficient.

[0126] Based on the obtained left front weighting coefficient, right front weighting coefficient, left rear weighting coefficient, and right rear weighting coefficient, the average value of the left front weighting coefficient, right front weighting coefficient, left rear weighting coefficient, and right rear weighting coefficient can be calculated as the weighting coefficient for vehicle pitch angle fusion.

[0127] For example, through such Figure 5 The velocity-weighting coefficient mapping table shown reads the left front weighting coefficient. Right front weighting coefficient Left-side weighted coefficients and right rear weighting coefficient Then, the weighting coefficients are calculated as follows:

[0128] Based on the obtained weighting coefficients, the first vehicle pitch angle and the second vehicle pitch angle are fused together to obtain the target vehicle pitch angle. Specifically, in the process of fusing the first vehicle pitch angle and the second vehicle pitch angle based on the weighting coefficients, the product of the difference between the second parameter and the weighting coefficients and the first vehicle pitch angle, and the sum of the product of the weighting coefficients and the second vehicle pitch angle, can be used as the target vehicle pitch angle.

[0129] For example, if the second parameter is 1, the target vehicle pitch angle The following formula can be used for calculation:

[0130] (4) Generate second power data based on the target vehicle pitch angle and operating parameters.

[0131] In the specific execution process, after obtaining the target vehicle pitch angle, the second power data can be generated based on the target vehicle pitch angle and operating parameters.

[0132] Specifically, in the process of generating the second power data based on the target vehicle pitch angle and operating parameters, the following steps are taken: First, based on the vehicle speed included in the operating parameters, angle loop control parameters, angular velocity loop control parameters, and acceleration compensation control parameters are obtained. Then, based on the target vehicle pitch angle, angle loop control parameters, angular velocity loop control parameters, acceleration compensation control parameters, and actual longitudinal acceleration, a second pitch control torque is generated. Finally, based on the second pitch control torque and the reference wheelbase, the front wheel power and rear wheel power are determined as the second power data. The actual longitudinal acceleration can be obtained through IMU measurement.

[0133] In this embodiment, vehicle speed and angle loop control parameter mapping data, vehicle speed and angular velocity loop control parameter mapping data, and vehicle speed and acceleration compensation control parameter mapping data can be pre-configured to obtain angle loop control parameters, angular velocity loop control parameters, and acceleration compensation control parameters through vehicle speed and the aforementioned mapping data. It should be noted that the angle loop control parameters, angular velocity loop control parameters, and acceleration compensation control parameters are all proportional to the vehicle speed.

[0134] Specifically, in the process of generating the second pitch control torque based on the target vehicle pitch angle, angle loop control parameters, angular velocity loop control parameters, acceleration compensation control parameters, and actual longitudinal acceleration, the sum of the product of the target vehicle pitch angle and the angle loop control parameters, the product of the pitch index and the angular velocity loop control parameters, and the product of the actual longitudinal acceleration and the acceleration compensation control parameters can be calculated as the second pitch control torque.

[0135] For example, the obtained angle loop control parameters are The angular velocity loop control parameters are: The acceleration compensation control parameters are: The actual longitudinal acceleration is The calculated second pitch control moment for:

[0136] Based on the calculation of the second pitch control torque, and using the reference wheelbase included in the reference parameters, the front wheel power and rear wheel power are determined as the second power data. Specifically, in the process of determining the front wheel power and rear wheel power based on the reference wheelbase included in the reference parameters, the negative value of the ratio of the product of the second pitch control torque and the first parameter to the reference wheelbase can be calculated as the front wheel power, and the ratio of the product of the second pitch control torque and the first parameter to the reference wheelbase can be calculated as the rear wheel power.

[0137] For example, with the first parameter being 0.5 and the reference wheelbase being L, the second pitch control torque is calculated. Then, the second power data is calculated using the following formula:

[0138]

[0139] in, This indicates the active force of the left front wheel shock absorber under the second suspension control strategy. This indicates the active force of the right front wheel shock absorber under the second suspension control strategy. This indicates the active force of the left rear wheel shock absorber under the second suspension control strategy. This indicates the active force of the right rear wheel shock absorber under the second suspension control strategy.

[0140] It should be noted that the front wheel power determined based on the second pitch control torque and the reference wheelbase can be the second front wheel power, and the determined rear wheel power can be the second rear wheel power.

[0141] Step 204: Based on the first power data and the second power data, determine the target power data, and control the suspension system based on the target power data.

[0142] In specific implementation, if the vehicle overshoot detection fails, target power data is determined based on the first power data under the first suspension control strategy and the second power data under the second suspension control strategy. Then, the suspension system is controlled based on the target power data. Specifically, if the vehicle overshoot detection fails, the first suspension control strategy is switched. Specifically, the control of the vehicle's suspension system based on the first suspension control strategy can be switched to control based on the second suspension control strategy. That is, steps 203 and 204 can be replaced by switching to control the suspension system based on the second suspension control strategy if the vehicle overshoot detection fails, forming a new implementation method with other processing procedures provided in this embodiment.

[0143] In practice, when switching from the first suspension control strategy to the second suspension control strategy, to avoid abrupt changes in vehicle posture caused by directly switching the vehicle's suspension control strategy from the first to the second, preset switching conditions can be detected based on the first and second power data. If the vehicle meets the preset switching conditions, the system is controlled according to the second suspension control strategy. If the vehicle does not meet the preset switching conditions, target power data is calculated based on the first and second power data, and then the vehicle's suspension system is controlled based on the target power data. Specifically, controlling the vehicle's suspension system based on the second suspension control strategy means acquiring the vehicle's second power data under the second suspension control strategy and controlling the suspension system based on the second power data.

[0144] The preset switching condition can be that the difference between the first power data and the second power data is greater than a power data threshold.

[0145] Based on this, if the vehicle overshoot detection fails, after obtaining the first power data of the vehicle under the first suspension control strategy and the second power data of the vehicle under the second suspension control strategy, the target power data is determined based on the first power data and the second power data, and the vehicle's suspension system is controlled based on the target power data.

[0146] In the specific execution process of determining the target power data based on the first power data and the second power data, it is possible to detect whether the vehicle meets the preset switching conditions based on the first power data and the second power data. If so, the second power data is determined as the target power data; otherwise, the target power data is generated based on the first power data and the second power data. This ensures vehicle stability during suspension control strategy switching, improving the user's ride experience. In one optional implementation of this embodiment, during the process of determining the target power data based on the first power data and the second power data, a power data difference is determined based on the first power data and the second power data. If the power data difference meets the preset switching conditions, the second power data is determined as the target power data; if the power data difference does not meet the preset switching conditions, the target power data is generated based on the first power data and the second power data.

[0147] Specifically, in the process of determining the target power data based on the first power data and the second power data, if it is detected that the first power data and the second power data meet the preset switching conditions, then the second power data is determined as the target power data; if it is detected that the first power data and the second power data do not meet the preset switching conditions, then the target power data is generated based on the first power data and the second power data.

[0148] Taking the active force of the left front wheel shock absorber as an example, with a power difference threshold of 200 Newtons, the difference between the active force of the left front wheel shock absorber in the first power data and the active force of the left front wheel shock absorber in the second power data is calculated to obtain the power data difference value. - Furthermore, the absolute value of the difference in dynamic data can be calculated to obtain... The system detects whether the absolute value is greater than the power difference threshold of 200 Newtons. If it is, the second power data is determined as the target power data. If not, the target power data is generated based on the first power data and the second power data.

[0149] It should be noted that the above explanation only uses the active force of the left front wheel shock absorber as an example. The same method can be used to detect the preset switching conditions for the active forces of the right front wheel shock absorber, the left rear wheel shock absorber, and the right rear wheel shock absorber. If any of the active forces of the left front wheel shock absorber, the right front wheel shock absorber, the left rear wheel shock absorber, and the right rear wheel shock absorber does not meet the preset switching conditions, it can be determined that the first power data and the second power data do not meet the preset switching conditions.

[0150] Specifically, in the process of generating target power data based on the first power data and the second power data, a pre-configured force change slope can be obtained. Then, the product of the force change slope and the difference between the target power data is summed with the first power data to obtain the target power data. The difference between the target power data and the second power data can be the difference between the first and second power data.

[0151] Continuing with the example of the driving force of the left front wheel shock absorber, if the force change slope rate is 400 Newtons per second, the target dynamic data of the left front wheel shock absorber can be calculated using the following formula:

[0152] It should be noted that the above description only uses the active force of the left front wheel shock absorber as an example. For the active force of the right front wheel shock absorber, the active force of the left rear wheel shock absorber, and the active force of the right rear wheel shock absorber, the above method can be used to generate the corresponding target dynamic data. Please refer to the above relevant content. This embodiment will not repeat it here.

[0153] In practice, after determining the target power data, the vehicle's suspension system is controlled based on the target power data. Specifically, during the process of controlling the vehicle's suspension system based on the target power data, the vehicle's electro-hydraulic pump can be controlled based on the target power data. The process of controlling the vehicle's suspension system based on the target power data is similar to the process of controlling the vehicle's suspension system based on the first power data described above, and can be referred to the relevant content above; it will not be repeated here in this embodiment.

[0154] like Figure 6 As shown, Figure 6 This is a schematic flowchart of a suspension system control method provided in an embodiment of this application. Figure 2 The method includes the following steps: Step 601: After detecting the braking signal sent by the vehicle's braking system, control the vehicle's suspension system based on the first suspension control strategy.

[0155] Step 602: Obtain the vehicle pitch index during the process of controlling the vehicle's suspension system based on the first suspension control strategy.

[0156] Step 603: Based on the pitch index, perform overshoot detection on the vehicle.

[0157] Step 604: If the overshoot detection of the vehicle passes, check whether the control duration of the suspension system controlled based on the first suspension control strategy is greater than or equal to the preset duration. If so, proceed with step 605 below; If not, continue to control the vehicle's suspension system based on the first suspension control strategy and return to step 602.

[0158] Step 605: Switch to controlling the vehicle's suspension system based on the second suspension control strategy.

[0159] Step 606: If the vehicle overshoot detection fails, obtain the first power data of the vehicle under the first suspension control strategy and the second power data under the second suspension control strategy.

[0160] Step 607: Based on the first power data and the second power data, detect whether the preset switching conditions are met; If so, proceed to step 605; If not, proceed to steps 608 to 609.

[0161] Step 608: Generate target power data based on the first power data and the second power data.

[0162] Step 609: Switch to controlling the vehicle's suspension system based on target dynamic data.

[0163] It should be noted that any one or more of steps 601 to 609 can be combined with any one or more of steps 201 to 204 to form a new implementation method according to the needs of implementation and deployment. In addition, any one or more technical features in steps 601 to 609 can be selected and combined with any one or more technical features provided in steps 201 to 204 to form a new implementation method according to the actual deployment needs. Alternatively, any one or more technical features in steps 601 to 609 can be replaced with any one or more technical features provided in steps 201 to 204 to form a new implementation method according to the actual deployment needs. These will not be elaborated on here.

[0164] In the above embodiments, controlling the vehicle's suspension system based on a first suspension control strategy constitutes the first control stage of the vehicle, while controlling the vehicle's suspension system based on a second suspension control strategy constitutes the second control stage. During the first control stage (based on the first suspension control strategy), the solenoid valve can be closed, and first power data can be generated from the vehicle speed, the vehicle's reference parameters, and braking deceleration. The vehicle's suspension system is then controlled based on this first power data.

[0165] like Figure 7 As shown, the process of controlling the vehicle's suspension system based on the second suspension control strategy, that is, the process of acquiring the vehicle's second power data under the second suspension control strategy, or the second control stage, can be implemented in the following way: Step 701: Obtain the height data collected by the vehicle's height sensor.

[0166] Step 702: Determine the vehicle's shock absorber movement speed based on the height data.

[0167] Step 703: Read the low-pass filter cutoff frequency of the vibration damper motion speed mapping from the speed and cutoff frequency mapping data.

[0168] Step 704: Obtain the actual pitch angular velocity measured by the IMU.

[0169] Step 705: Perform a first-order low-pass filter on the actual pitch angular velocity based on the low-pass filter cutoff frequency to obtain the target pitch angular velocity.

[0170] Step 706: Perform a first-order high-pass filter on the target pitch angular velocity to obtain the reference pitch angular velocity.

[0171] Step 707: Integrate the reference pitch angular velocity to obtain the first vehicle pitch angle.

[0172] Step 708: Perform low-pass filtering on the altitude data to obtain the target altitude data.

[0173] Step 709: Obtain vehicle parameters measured by IMU, and generate an initial second vehicle pitch angle based on the target height data and vehicle parameters.

[0174] Step 710: Perform a first-order low-pass filter on the initial second vehicle body pitch angle based on the low-pass filter cutoff frequency to obtain the second vehicle body pitch angle.

[0175] Optionally, steps 704 to 707 and steps 708 to 710 can be executed simultaneously, or steps 704 to 707 can be executed first, followed by steps 708 to 710, or steps 708 to 710 can be executed first, followed by steps 704 to 707. The execution order of steps 704 to 707 and steps 708 to 710 is not limited in this embodiment.

[0176] Step 711: Read the weighting coefficients of the vibration damper motion speed mapping from the speed and weighting coefficient mapping data.

[0177] Step 712: The first vehicle pitch angle and the second vehicle pitch angle are fused according to the weighting coefficient to obtain the target vehicle pitch angle.

[0178] Step 713: Generate second power data based on the target vehicle pitch angle and the operating parameters in the vehicle parameters.

[0179] It should be noted that any one or more of steps 701 to 713 can be combined with any one or more of steps 201 to 204 and / or steps 601 to 609 to form a new implementation method, depending on the needs of implementation and deployment. In addition, any one or more technical features can be selected in steps 701 to 713 to form a new implementation method, depending on the actual deployment needs. Alternatively, any one or more technical features in steps 701 to 713 can be replaced with any one or more of the technical features provided in steps 201 to 204 and / or steps 601 to 609 to form a new implementation method, depending on the actual deployment needs. These will not be elaborated on here.

[0180] like Figure 8 As shown, Figure 8 A schematic structural diagram of a suspension system control device provided for embodiments of this application, the device comprising: The first control module 801 is used to control the vehicle's suspension system based on a first suspension control strategy after detecting a braking signal sent by the vehicle's braking system, and to obtain the vehicle's pitch index. The overshoot detection module 802 is used to perform overshoot detection on the vehicle based on the pitch index. The data acquisition module 803 is used to acquire first power data of the vehicle under the first suspension control strategy and second power data of the vehicle under the second suspension control strategy when the overshoot detection of the vehicle fails. The second control module 804 is used to determine target power data based on the first power data and the second power data, and to control the suspension system based on the target power data.

[0181] Optionally, when controlling the suspension system based on the first suspension control strategy, the first control module 801 is specifically used to: close the solenoid valve of the compression chamber of the front axle shock absorber and the solenoid valve of the recovery chamber of the rear axle shock absorber; acquire the vehicle speed, the reference parameters of the vehicle, and the braking deceleration sent by the braking system; generate the first power data based on the vehicle speed, the reference parameters, and the braking deceleration, and control the suspension system based on the first power data.

[0182] Optionally, when generating the first power data based on the vehicle speed, the reference parameters, and the braking deceleration, the first control module 801 is specifically used to: obtain the braking pitch control coefficient based on the vehicle speed and the braking deceleration; determine the pitch control torque based on the braking deceleration, the braking pitch control coefficient, and the suspension sprung weight included in the reference parameters; and determine the front wheel power and rear wheel power as the first power data based on the pitch control torque and the reference wheelbase included in the reference parameters.

[0183] Optionally, when acquiring the pitch index of the vehicle, the first control module 801 is specifically used to: acquire the actual pitch angular velocity of the vehicle measured by the inertial measurement unit; filter the actual pitch angular velocity to obtain the target pitch angular velocity as the pitch index.

[0184] Optionally, when the first control module 801 performs filtering on the actual pitch angular velocity to obtain the target pitch angular velocity, it is specifically used to: obtain the low-pass filter cutoff frequency of the vehicle; and perform low-pass filtering on the actual pitch angular velocity based on the low-pass filter cutoff frequency to obtain the target pitch angular velocity.

[0185] Optionally, when the first control module 801 obtains the low-pass filter cutoff frequency of the vehicle, it is specifically used to: obtain the height data collected by the vehicle's height sensor; determine the movement speed of the vehicle's shock absorber based on the height data, and read the low-pass filter cutoff frequency mapped by the movement speed of the shock absorber.

[0186] Optionally, when acquiring the second power data of the vehicle under the second suspension control strategy, the data acquisition module 803 is specifically used to: determine the first vehicle body pitch angle based on the pitch index, and determine the second vehicle body pitch angle based on the vehicle parameters; the vehicle parameters include the vehicle's reference parameters and operating parameters; perform fusion processing on the first vehicle body pitch angle and the second vehicle body pitch angle to obtain a target vehicle body pitch angle; and generate the second power data according to the target vehicle body pitch angle and the operating parameters.

[0187] Optionally, when determining the second body pitch angle of the vehicle based on the vehicle parameters, the data acquisition module 803 is specifically used to: acquire the height data collected by the vehicle's height sensor included in the vehicle parameters; perform low-pass filtering on the height data to obtain target height data; and determine the second body pitch angle of the vehicle based on the target height data, the distance between the wheel and the center of gravity, the running wheelbase, and the reference wheelbase included in the vehicle parameters.

[0188] Optionally, when the data acquisition module 803 performs fusion processing on the first vehicle pitch angle and the second vehicle pitch angle to obtain the target vehicle pitch angle, it specifically performs the following: acquiring the shock absorber movement speed of the vehicle, and acquiring the weighting coefficient of the shock absorber movement speed mapping; the weighting coefficient is used to characterize the reliability of the second vehicle pitch angle; and performing fusion processing on the first vehicle pitch angle and the second vehicle pitch angle based on the weighting coefficient to obtain the target vehicle pitch angle.

[0189] Optionally, the overshoot detection module 802 is further configured to: in response to the overshoot detection being passed, obtain the control duration; the control duration includes the duration for controlling the suspension system based on the first suspension control strategy; if the control duration is detected to meet the strategy switching condition, switch from the first suspension control strategy to the second suspension control strategy, so as to control the suspension system based on the second suspension control strategy.

[0190] Optionally, when the overshoot detection module 802 controls the suspension system based on the second suspension control strategy, it is specifically used to: control the vehicle's electro-hydraulic pump based on the second power data.

[0191] Optionally, when determining the target power data based on the first power data and the second power data, the second control module 804 is specifically configured to: determine the power data difference based on the first power data and the second power data; if the power data difference meets the preset switching conditions, determine the second power data as the target power data; if the power data difference does not meet the preset switching conditions, generate the target power data based on the first power data and the second power data.

[0192] Optionally, the braking system includes an automatic emergency braking system; the automatic emergency braking system sends the braking signal after predicting a collision risk.

[0193] Regarding the apparatus in the above embodiments, the specific manner in which each unit performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0194] Figure 9 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0195] For example, such as Figure 9 As shown, the vehicle includes a memory 901 and a processor 902. The memory 901 stores executable program code 9011, and the processor 902 is used to call and execute the executable program code 9011 to perform a suspension system control method.

[0196] This embodiment can divide the vehicle into functional modules based on the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods. When dividing each functional module according to its corresponding function, the vehicle may include: a first control module, an overshoot detection module, a data acquisition module, and a second control module, etc. It should be noted that all relevant content of each step involved in the above method embodiment can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0197] The vehicle provided in this embodiment is used to execute the suspension system control method described above, and therefore can achieve the same effect as the above implementation method.

[0198] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's movements. The storage module is used to support the vehicle in executing relevant program code and data.

[0199] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0200] Embodiments of this application also provide an electronic device, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the steps in any of the above-described embodiments of the suspension system control method.

[0201] Embodiments of this application also provide a computer-readable storage medium storing a computer program, wherein the computer program is configured to execute the steps in any of the above-described embodiments of the suspension system control method when it is run.

[0202] In one exemplary embodiment, the aforementioned computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard disk, magnetic disk, or optical disk.

[0203] Embodiments of this application also provide a computer program product, which includes a computer program that, when executed by a processor, implements the steps in any of the above-described embodiments of the suspension system control method.

[0204] Embodiments of this application also provide another computer program product, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps in any of the above-described suspension system control method embodiments.

[0205] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0206] 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.

[0207] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0208] In the description of this application, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0209] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0210] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A suspension system control method, characterized in that, The method includes: After detecting a braking signal sent by the vehicle's braking system, the vehicle's suspension system is controlled based on the first suspension control strategy, and the vehicle's pitch index is obtained. Based on the pitch index, overshoot detection is performed on the vehicle; If the overshoot detection of the vehicle fails, the first power data of the vehicle under the first suspension control strategy and the second power data of the vehicle under the second suspension control strategy are obtained. Based on the first power data and the second power data, target power data is determined, and the suspension system is controlled based on the target power data.

2. The method according to claim 1, characterized in that, The control of the vehicle's suspension system based on the first suspension control strategy includes: Close the solenoid valve of the compression chamber of the front axle damper and the solenoid valve of the recovery chamber of the rear axle damper. Acquire vehicle speed, reference parameters of the vehicle, and braking deceleration sent by the braking system; The first power data is generated based on the vehicle speed, the reference parameters, and the braking deceleration, and the suspension system is controlled based on the first power data.

3. The method according to claim 2, characterized in that, The generation of the first power data based on the vehicle speed, the reference parameters, and the braking deceleration includes: Based on the vehicle speed and the braking deceleration, obtain the braking pitch control coefficient; The pitch control torque is determined based on the braking deceleration, the braking pitch control coefficient, and the suspension sprung weight included in the reference parameters. Based on the pitch control torque and the reference wheelbase included in the reference parameters, the front wheel power and rear wheel power are determined as the first power data.

4. The method according to claim 1, characterized in that, The process of obtaining the vehicle's pitch index includes: Obtain the actual pitch angular velocity of the vehicle as measured by the inertial measurement unit; The actual pitch angular velocity is filtered to obtain the target pitch angular velocity as the pitch index.

5. The method according to claim 4, characterized in that, The step of filtering the actual pitch angular velocity to obtain the target pitch angular velocity includes: Obtain the low-pass filter cutoff frequency of the vehicle; The actual pitch angular velocity is low-pass filtered based on the low-pass filter cutoff frequency to obtain the target pitch angular velocity.

6. The method according to claim 5, characterized in that, Obtaining the low-pass filter cutoff frequency of the vehicle includes: Acquire the height data collected by the vehicle's height sensor; The vehicle's shock absorber speed is determined based on the height data, and the low-pass filter cutoff frequency mapped to the shock absorber speed is read.

7. The method according to claim 1, characterized in that, The acquisition of the second power data of the vehicle under the second suspension control strategy includes: Based on the pitch index, a first vehicle body pitch angle is determined, and based on the vehicle parameters, a second vehicle body pitch angle is determined; the vehicle parameters include the vehicle's baseline parameters and operating parameters. The first vehicle pitch angle and the second vehicle pitch angle are fused to obtain the target vehicle pitch angle; The second power data is generated based on the target vehicle pitch angle and the operating parameters.

8. The method according to claim 7, characterized in that, Determining the second body pitch angle of the vehicle based on the vehicle parameters includes: Obtain the height data collected by the vehicle's height sensor, which is included in the vehicle parameters, and perform low-pass filtering on the height data to obtain the target height data; Based on the target height data, the distance between the wheels and the center of gravity, the running wheelbase, and the reference wheelbase included in the vehicle parameters, the second body pitch angle of the vehicle is determined.

9. The method according to claim 7 or 8, characterized in that, The process of fusing the first vehicle pitch angle and the second vehicle pitch angle to obtain the target vehicle pitch angle includes: The vehicle's shock absorber movement speed is obtained, and a weighting coefficient for mapping the shock absorber movement speed is obtained; the weighting coefficient is used to characterize the reliability of the second vehicle body pitch angle. The first vehicle pitch angle and the second vehicle pitch angle are fused based on the weighting coefficients to obtain the target vehicle pitch angle.

10. The method according to claim 1, characterized in that, After performing the overshoot detection operation on the vehicle based on the pitch index, the method further includes: In response to the overshoot detection being passed, the control duration is obtained; the control duration includes the duration for which the suspension system is controlled based on the first suspension control strategy; If the control duration is detected to meet the strategy switching conditions, the system is switched from the first suspension control strategy to the second suspension control strategy to control the suspension system based on the second suspension control strategy.

11. The method according to claim 1, characterized in that, The step of determining the target power data based on the first power data and the second power data includes: Based on the first power data and the second power data, the power data difference is determined; If the difference in the power data meets the preset switching conditions, the second power data will be determined as the target power data; If the difference in the power data does not meet the preset switching condition, the target power data is generated based on the first power data and the second power data.

12. The method according to claim 1, characterized in that, The braking system includes an automatic emergency braking system; the automatic emergency braking system sends the braking signal after predicting a collision risk.

13. A vehicle, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the steps of the suspension system control method as described in any one of claims 1 to 12.

Images