Vehicle suspension control method, vehicle, and storage medium

Abstract

The application provides a vehicle suspension control method, a vehicle and a storage medium, and relates to the technical field of vehicle chassis. The method obtains road surface information in front of a target vehicle and obstacle information within a preset range around the target vehicle; determines whether the target vehicle and the obstacle have a collision risk according to the obstacle information; if there is a collision risk, determines whether an estimated collision position of the target vehicle and the obstacle is located on a preset special road surface according to the road surface information; and if the estimated collision position is located on the preset special road surface, adjusts the suspension of the target vehicle according to the obstacle information and the road surface type of the preset special road surface, thereby solving the problem that the suspension adjustment cannot meet the comfort and safety under different road conditions and further improving the driving experience.

Description

Technical Field

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

[0002] As people's living standards improve, consumers are increasingly demanding higher levels of automotive driving experience, especially in terms of comfort and handling stability. To meet these demands, vehicle chassis technology has developed rapidly, particularly fully active suspension technology, which can simultaneously adjust damping force and active force (actively pushing and pulling the suspension through hydraulic / electric drive, etc.).

[0003] Among related technologies, fully active suspension technology mainly uses short-term drive actuators to actively push and pull the suspension to suppress vehicle pitching and tilting under special conditions such as speed bumps, braking, and acceleration, or to suppress vehicle roll during steering. However, road conditions during vehicle operation are complex, and simple suspension control technology cannot meet the comfort and safety requirements of vehicles under different road conditions, and the driving experience needs to be further improved. Summary of the Invention

[0004] This application provides a vehicle suspension control method, a vehicle, and a storage medium to address the problem that suspension control technology in related technologies cannot meet the comfort and safety requirements of vehicles under different road conditions, and the driving experience needs further improvement.

[0005] In a first aspect, embodiments of this application provide a vehicle suspension control method, including: Obtain road surface information in front of the target vehicle and obstacle information within a preset range around the target vehicle; Based on the obstacle information, determine whether there is a risk of collision between the target vehicle and the obstacle; If there is a risk of collision, then based on the road surface information, determine whether the estimated collision location between the target vehicle and the obstacle is located on a preset special road surface; If the estimated collision location is located on the preset special road surface, the suspension of the target vehicle is adjusted according to the obstacle information and the road surface type of the preset special road surface.

[0006] Based on the aforementioned technical content, this application embodiment obtains road surface information in front of the target vehicle and obstacle information within a preset range. Combining the road surface information and obstacle information, it jointly determines whether the suspension of the target vehicle is adjusted when the estimated collision location between the target vehicle and the obstacle is located on a preset special road surface, based on the obstacle information and the road surface type of the preset special road surface. Specifically, this application embodiment first determines whether there is a collision risk based on obstacle information, and then further determines whether the estimated collision location is located on the preset special road surface. This advances the suspension adjustment timing to the stage where a collision may occur and is located on a special road surface, thereby reserving more sufficient suspension response time to better reduce the impact of collision impact on vehicle posture and occupant comfort. Then, when a collision risk is confirmed and the collision location is on a special road surface, obstacle information and road surface type are simultaneously introduced for joint decision-making. This makes suspension adjustment no longer a fixed action under a single condition, but rather a dynamic selection of adjustment strategies based on the combination of obstacles and road surface types, thereby achieving better comfort and handling stability in various complex scenarios.

[0007] In one possible implementation, adjusting the suspension of the target vehicle based on the obstacle information and the road surface type of the preset special road surface includes: Based on the obstacle information, the first suspension adjustment parameters of the target vehicle are determined, and the first suspension adjustment parameters are corrected according to the road surface type of the preset special road surface. The suspension of the target vehicle is adjusted based on the corrected first suspension adjustment parameters.

[0008] In this embodiment, a baseline capability for dealing with collisions is first provided through the first suspension adjustment parameters, and then differentiated constraints for adapting to different road surfaces are provided through road type-based corrections. Thus, the two work together to ensure that the suspension adjustment is both effective and can maintain optimal performance in various special road surface scenarios.

[0009] In one possible implementation, the obstacle information includes the size and type of the obstacle, as well as the relative distance and relative speed between the obstacle and the target vehicle; the first suspension adjustment parameters include the target suspension adjustment height and the target suspension adjustment time. Determining the first suspension adjustment parameters of the target vehicle based on the obstacle information includes: The target suspension adjustment height is determined based on the size of the obstacle and the maximum suspension adjustment height of the target vehicle; Based on the size and type of the obstacle, a safe distance to the obstacle is obtained. Based on the safe distance, the relative distance, and the relative speed, the collision time between the target vehicle and the obstacle is determined. Based on the collision time, the target suspension adjustment time is obtained.

[0010] Here, the target suspension adjustment height is determined by combining the obstacle's size with the vehicle's mechanical limits (i.e., the maximum suspension adjustment height). This ensures that the adjustment meets obstacle avoidance requirements without exceeding the suspension's physical boundaries, improving system reliability and durability. Simultaneously, by utilizing the type and size of the obstacle to differentiate and determine the safety distance, the calculation of the collision time between the target vehicle and the obstacle becomes more accurate. This allows the target suspension adjustment time, derived from the collision time, to ensure the suspension adjusts at the appropriate moment before the collision, maximizing impact cushioning.

[0011] In one possible implementation, the obstacle information includes the relative acceleration between the obstacle and the target vehicle; The step of obtaining the target suspension adjustment time based on the collision time includes: The suspension adjustment time correction amount for the target vehicle is determined based on the type of obstacle and the relative acceleration. The target suspension adjustment time is obtained based on the collision time and the suspension adjustment time correction amount.

[0012] The relative acceleration between the obstacle and the target vehicle can reflect the dynamic trend of the collision urgency. Therefore, by combining the collision urgency and the type of obstacle to determine the suspension adjustment time correction, the collision risk of obstacles with different motion characteristics can be adapted to correct the timing deviation of the target suspension adjustment time.

[0013] In one possible implementation, the step of correcting the first suspension adjustment parameters according to the road surface type of the preset special road surface includes: Based on the road surface type of the preset special road surface, determine the amount of influence of the preset special road surface on the suspension height of the target vehicle; The first suspension adjustment parameters are corrected based on the suspension height influence.

[0014] In this embodiment, considering that traditional suspension height adjustment often only focuses on obstacles (such as raising the chassis to overcome obstacles) and ignores road conditions, when obstacles appear on special road surfaces, the improper suspension position may cause additional impact and vibration. Therefore, by predicting the road surface type, the height is preventively corrected in advance, so that the suspension height change is more in line with the physical load-bearing characteristics of the current road surface, thereby improving driving comfort and handling stability.

[0015] In one possible implementation, the method further includes: If a collision risk exists, determine the risk level of the collision risk; If the risk level is low or medium, the suspension of the target vehicle is controlled to enter a pre-adjustment state, and the step of determining whether the estimated collision point between the target vehicle and the obstacle is located on a preset special road surface is executed based on the road surface information. If the risk level is high risk, then based on the obstacle information, the first suspension adjustment parameters of the target vehicle are determined, and the suspension of the target vehicle is adjusted according to the first suspension adjustment parameters.

[0016] Based on the above technical content, after determining that there is a collision risk between the target vehicle and the obstacle, the risk level of the collision risk is further determined so as to carry out graded response according to the risk level, thereby balancing the timeliness of response and the accuracy of decision-making when adjusting the suspension.

[0017] In one possible implementation, after determining whether there is a collision risk between the target vehicle and the obstacle based on the obstacle information, the method further includes: If there is no risk of collision, then based on the road surface information, determine whether the target vehicle is on the preset special road surface. If the target vehicle is in front of the preset special road surface, then the second suspension adjustment parameters of the target vehicle are determined according to the road surface type of the preset special road surface; The suspension of the target vehicle is adjusted according to the second suspension adjustment parameters.

[0018] In this embodiment, when there is no risk of collision between the target vehicle and the obstacle, but the road surface ahead is special, the second suspension adjustment parameters are determined specifically according to the preset road surface type of the special road surface, and the suspension of the target vehicle is adjusted. By predicting the road surface conditions ahead in real time, the vehicle body posture can be adjusted in advance, thereby significantly improving driving smoothness and comfort.

[0019] In one possible implementation, after determining whether the estimated collision location between the target vehicle and the obstacle is located on a preset special road surface based on the road surface information, the method further includes: If the estimated collision location is not located on the preset special road surface, then the first suspension adjustment parameters of the target vehicle are determined based on the obstacle information; The suspension of the target vehicle is adjusted according to the first suspension adjustment parameters.

[0020] Here, when there is a risk of collision between the target vehicle and an obstacle, but the estimated collision location is not on a preset special road surface, the suspension of the target vehicle is directly adjusted based on the obstacle information. This eliminates the need for complex road surface type identification and parameter correction calculations, simplifies the suspension adjustment logic on ordinary roads, avoids excessive adjustments in unnecessary scenarios, improves system response efficiency, and ensures smoothness in daily driving.

[0021] Secondly, embodiments of this application provide a vehicle suspension control device, comprising: The acquisition module is used to acquire road surface information in front of the target vehicle and obstacle information within a preset range around the target vehicle; The judgment module is used to determine whether there is a risk of collision between the target vehicle and the obstacle based on the obstacle information; The first processing module is used to determine, based on the road surface information, whether the estimated collision location between the target vehicle and the obstacle is located on a preset special road surface if there is a collision risk. The second processing module is used to adjust the suspension of the target vehicle according to the obstacle information and the road surface type of the preset special road surface if the estimated collision location is located on the preset special road surface.

[0022] Thirdly, embodiments of this application provide a vehicle including a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the computer program, it implements the vehicle suspension control method as described in any of the first aspects.

[0023] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle suspension control method as described in any of the first aspects.

[0024] It is understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0025] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of this application; Figure 2 This is a schematic flowchart of a vehicle suspension control method provided in an embodiment of this application; Figure 3 This is a schematic flowchart of a vehicle suspension control method provided in another embodiment of this application; Figure 4 This is a schematic flowchart of a vehicle suspension control method provided in another embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle suspension control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0028] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0029] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0030] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0031] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0032] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0033] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0034] The applicant has observed that, as consumers increasingly demand comfort and handling stability in their automotive driving experience, the global automotive industry is undergoing a transformation from traditional mechanical dominance to software-defined systems, and vehicle chassis technology is also leaping from the era of Intelligent Chassis 2.0 to the era of Intelligent Chassis 3.0. Under this trend, the suspension system within the chassis is also undergoing an iteration from "passively adapting to road conditions" to "actively anticipating risks."

[0035] In the technological iteration of suspension systems, multi-chamber air springs can resolve the inherent contradiction of the traditional air suspension's inability to achieve both softness and stiffness by instantly switching stiffness. Dual-valve continuous damping control (CDC) shock absorbers can significantly widen the adjustment range of damping force, making vehicles more adept at handling high-frequency vibrations, thus moving the suspension system towards the ideal "magic carpet" suspension. However, multi-chamber air springs and dual-valve CDC shock absorbers themselves lack independent power sources and still require parameter adjustments and interaction with the road surface to adapt to the impacts that have occurred. Therefore, a main power unit that drives the shock absorber with a parallel motor or hydraulic pump has emerged.

[0036] However, currently, fully active suspension driven by electric motors or electric hydraulic pumps (hereinafter referred to as "e-hydraulic pumps") mainly uses short-term drive actuators to actively push and pull the suspension to suppress vehicle pitching and tilting under special conditions such as speed bumps, braking, and acceleration, or to suppress vehicle roll under steering conditions. It fails to fully utilize the role of intelligent chassis, and its adaptability to different road conditions and driving experience need to be further improved.

[0037] Therefore, in the embodiments of this application, road surface information in front of the target vehicle and obstacle information within a preset range are obtained. Combining the road surface information and obstacle information, a joint judgment is made. When the estimated collision location between the target vehicle and the obstacle is located on a preset special road surface, the suspension of the target vehicle is adjusted based on the obstacle information and the road surface type of the preset special road surface. This first determines whether there is a collision risk based on obstacle information, and then further determines whether the estimated collision location is located on a preset special road surface. This advances the suspension adjustment timing to the stage where a collision may occur and is located on a special road surface, thus reserving more sufficient suspension response time to better reduce the impact of collision impact on vehicle posture and occupant comfort. Then, when a collision risk is confirmed and the collision location is on a special road surface, obstacle information (such as the size, position, and relative speed of the obstacle) and road surface type are simultaneously introduced for joint decision-making. This makes suspension adjustment no longer a fixed action under a single condition, but rather a dynamic selection of adjustment strategies based on the combination of obstacles and road surface types, thereby achieving better comfort and handling stability in different complex scenarios.

[0038] First refer to Figure 1 , Figure 1 The schematic diagram illustrates an application scenario provided according to an embodiment of this application, in which the device involved includes a suspension system 101 and a controller 102.

[0039] For example, the suspension system 101 can be a fully active hydraulic suspension system or a motor-driven fully active suspension system, and this application does not limit it in this way.

[0040] Taking a fully active hydraulic suspension system as an example, the system may include a high-precision binocular camera, lidar, four height sensors, four electro-hydraulic pumps, four adjustable damping shock absorbers, four air springs, and one inertial measurement unit (IMU). When adjusting the suspension based on the fully active hydraulic suspension system, the controller 102 can drive the electro-hydraulic pumps to rotate forward or reverse via a motor, thereby establishing a pressure difference within the oil circuit of the fully active hydraulic suspension system. This pressure difference will drive the pistons and other components inside the shock absorbers to move, achieving the stretching or compression of the shock absorbers, ultimately achieving the effect of actively adjusting the suspension.

[0041] In this application scenario, the vehicle suspension control method can be executed by the controller 102. It should be noted that the controller 102 can be a vehicle control unit (VCU), an electronic control unit (ECU), a chassis controller, a domain controller, etc., and this application does not limit it to any particular type.

[0042] The following is combined Figure 1Application scenarios, refer to Figures 2-4 This application describes a vehicle suspension control method according to exemplary embodiments thereof. It should be noted that the above application scenarios are shown only to facilitate understanding of the spirit and principles of this application, and the embodiments of this application are not limited in any way. Rather, the embodiments of this application can be applied to any applicable scenario.

[0043] refer to Figure 2 , Figure 2 This is a schematic flowchart of a vehicle suspension control method provided in an embodiment of this application. Figure 2 As shown, the method in the embodiments of this application may include: Step 201: Obtain road surface information in front of the target vehicle and obstacle information within a preset range around the target vehicle.

[0044] In this embodiment, "in front of the target vehicle" refers to a predetermined area extending along the target vehicle's direction of travel, based on the target vehicle's current position and its predicted driving trajectory. This predetermined area may include a longitudinal coverage area and a lateral coverage area.

[0045] For example, the longitudinal coverage range can be a fixed value, such as 50m to 200m. It can also be adjusted according to the target vehicle's driving status, such as its speed. When the vehicle speed is ≤30km / h, the longitudinal coverage range can be 50m~80m.

[0046] When the vehicle speed is between 30km / h and 80km / h, the longitudinal coverage range can be 80m to 150m.

[0047] When the vehicle speed is >80km / h, the longitudinal coverage range can be 150m~200m.

[0048] The aforementioned longitudinal coverage range encompasses the braking distance of the target vehicle at its current speed over 3 to 5 seconds. Determining the longitudinal coverage range accordingly ensures sufficient time for subsequent suspension adjustments.

[0049] Furthermore, when the target vehicle is accelerating or decelerating, the longitudinal coverage area can be expanded or reduced according to the acceleration or deceleration state. For example, when the target vehicle is accelerating, the longitudinal coverage area is expanded according to a certain magnification factor based on the vehicle speed; when the target vehicle is decelerating, the longitudinal coverage area is reduced according to a certain reduction factor based on the vehicle speed.

[0050] Similarly, the lateral coverage area can be a fixed value, such as 1.5 to 2 times the lane width, or 3 to 4 meters. Alternatively, it can be fine-tuned according to the actual situation, such as adjusting it based on the type of the target vehicle to cover the lane where the target vehicle is located and potential obstacles in adjacent lanes.

[0051] In some embodiments of this application, obtaining road surface information in front of the target vehicle, that is, obtaining road environment parameters within the aforementioned predetermined area of ​​the target vehicle, is used to characterize the road surface traffic conditions.

[0052] For example, road surface information may include at least road surface elevation information and road surface slope information. By using the road surface elevation information and road surface slope information, it can be determined whether the target vehicle is facing a preset special road surface. This preset special road surface may be a speed bump, pothole, wavy road, twisted road, slope, or other road surface that affects the driving experience and requires adaptive adjustment of the suspension system.

[0053] The aforementioned road information can be collected through environmental perception devices such as forward-facing cameras, lidar, millimeter-wave radar, and ultrasonic radar mounted on the target vehicle, or it can be obtained by combining high-precision map data and positioning information.

[0054] In this embodiment, the preset range around the target vehicle can be a pre-defined area, such as a region with a radius of 50m to 200m centered on the target vehicle. It can also be dynamically set based on vehicle speed, braking system response capability, and driver reaction time. Obstacle information refers to information related to objects around the target vehicle that may affect driving safety or pose a collision risk, and may include obstacle location, obstacle speed, obstacle size, obstacle type, etc.

[0055] The obstacle's location can include its longitudinal and lateral distances relative to the target vehicle. The obstacle's speed can include its absolute speed and relative speed to the target vehicle. The obstacle's dimensions can include its length, width, and height, and can be used to determine whether the obstacle can be crossed or passed. The obstacle type can include pedestrians, other vehicles, or fixed obstacles.

[0056] The aforementioned obstacle information can be collected by sensing devices such as millimeter-wave radar, lidar, surround-view cameras, and ultrasonic radar mounted on the target vehicle, and the target can be identified and tracked through multi-sensor fusion algorithms.

[0057] It should be noted that, in this embodiment, the acquisition of the aforementioned road surface information and obstacle information should be spatiotemporally coordinated: temporally, the road surface information must cover the location of the obstacle and the estimated collision area to ensure that road conditions are known when assessing collision risk. Spatially, the collection range of obstacle information must cover the areas in front of and to the sides of the vehicle that may affect the driving trajectory, avoiding the omission of potential collision risks. Thus, through the aforementioned information acquisition mechanism, reliable data input is provided for subsequent judgment steps such as "whether there is a collision risk" and "whether the estimated collision location is on a special road surface," thereby supporting accurate decision-making for suspension adjustments.

[0058] Step 202: Based on the obstacle information, determine whether there is a risk of collision between the target vehicle and the obstacle.

[0059] In this embodiment, after obtaining the aforementioned road surface information and obstacle information, the collision risk assessment stage begins.

[0060] In some embodiments of this application, the obstacle information may include object-related information of one, two or more obstacles within a preset range around the target vehicle. When determining whether there is a collision risk between the target vehicle and the obstacle, the target obstacle may be identified first, and then the collision risk between the target vehicle and the target obstacle may be determined.

[0061] For example, when the obstacle information includes only the object-related information of one obstacle, that obstacle can be directly identified as the target obstacle. When the obstacle information includes the object-related information of two or more obstacles, the obstacle with the smallest relative distance to the target vehicle can be identified as the target obstacle, or the obstacle with a relative distance to the target vehicle that is less than a certain range can be identified as the target obstacle.

[0062] In some embodiments of this application, after identifying the target obstacle, for each target obstacle, to ensure the accuracy of the collision risk assessment, the relative velocity can be calculated by the change in the relative distance between the target vehicle and the target obstacle within a window period (e.g., 0.1s). The time to collision (TTC) between the target vehicle and the target obstacle is then estimated based on the relative velocity, and the existence of a collision risk is determined based on the TTC. Specifically, the TTC can be calculated using the following formula: ; In the formula, The relative speed between the target vehicle and the target obstacle. The relative distance between the target vehicle and the target obstacle. The safe distance from the target obstacle (e.g., 0.1m).

[0063] For example, when determining whether a collision risk exists based on the Time To Call (TTC), the TTC can be compared with a preset collision risk threshold (e.g., 5 seconds). If the TTC is greater than the preset collision risk threshold, it is determined that there is no risk, and the controller does not output any action commands or only outputs commands to observe and track the target obstacle. If the TTC is less than or equal to the preset collision risk threshold, it is determined that there is a collision risk, and subsequent steps are executed.

[0064] It should be noted that when a collision risk is detected, in addition to executing subsequent steps, the controller can also issue visual and auditory alarms of varying degrees to alert the user.

[0065] Step 203: If there is a collision risk, determine whether the estimated collision location between the target vehicle and the obstacle is located on the preset special road surface based on the road surface information.

[0066] In this embodiment, the estimated collision location is the position at which the target vehicle and the obstacle collide, estimated based on the predicted driving trajectory of the target vehicle and the predicted motion trajectory of the obstacle. Preset special road surfaces include speed bumps, potholes, wavy roads, twisting roads, and slopes—road surfaces that affect the driving experience and require adaptive adjustment of the suspension system. After determining that there is a risk of collision between the target vehicle and the obstacle, it is further determined whether the collision occurs on a special road surface. This concretizes "the target vehicle and the obstacle may collide" into "on what road surface the target vehicle and the obstacle may collide," thus providing clear input for subsequent suspension adjustments. When the estimated collision location is on a normal road surface, the suspension adjustment strategy is determined solely based on obstacle information. When the estimated collision location is on a preset special road surface, the suspension adjustment strategy is determined by combining obstacle information and road surface information. This maximizes vehicle comfort and handling stability when a collision is unavoidable.

[0067] Step 204: If the estimated collision location is on a preset special road surface, the suspension of the target vehicle is adjusted according to the obstacle information and the road surface type of the preset special road surface.

[0068] Here, when the predicted collision location is confirmed to be on a preset special road surface, the suspension is no longer adjusted simply based on obstacle information. Instead, the suspension adjustment strategy is determined based on the collaborative mapping relationship between obstacle characteristics, road surface characteristics and suspension adjustment parameters, so as to achieve deep collaboration between intelligent driving and chassis control.

[0069] In this embodiment, by acquiring road surface information in front of the target vehicle and obstacle information within a preset range, and combining the road surface information and obstacle information, when the estimated collision location between the target vehicle and the obstacle is located on a preset special road surface such as a speed bump, pothole, slope, wavy road, or twisted road, the suspension of the target vehicle is adjusted based on the obstacle information and the type of the preset special road surface. This first determines whether there is a collision risk based on obstacle information, and then further determines whether the estimated collision location is located on a preset special road surface, thus advancing the suspension adjustment timing to the stage where a collision may occur and is located on a special road surface. This allows for more sufficient suspension response time, better reducing the impact of collision impact on vehicle posture and occupant comfort. Then, when a collision risk is confirmed and the collision location is on a special road surface, obstacle information (such as the size, position, and relative speed of the obstacle) and road surface type are simultaneously introduced for joint decision-making. This makes suspension adjustment no longer a fixed action under a single condition, but rather a dynamic selection of adjustment strategies based on the combination of obstacles and road surface types, thereby achieving better comfort and handling stability in different complex scenarios.

[0070] In some embodiments, to accurately and effectively adjust the suspension of the target vehicle, a specific process for adjusting the suspension of the target vehicle based on obstacle information and a preset special road surface type is also designed, see [link to relevant documentation]. Figure 3 As shown, the process includes: Step 301: Determine the first suspension adjustment parameters of the target vehicle based on the obstacle information, and correct the first suspension adjustment parameters according to the road surface type of the preset special road surface.

[0071] In some embodiments of this application, obstacle information may include the size and type of the obstacle, as well as the relative distance and relative speed between the obstacle and the target vehicle; the first suspension adjustment parameter may include the target suspension adjustment height and the target suspension adjustment time; when determining the first suspension adjustment parameter, the target suspension adjustment height may be determined based on the size of the obstacle and the maximum suspension adjustment height of the target vehicle; and based on the size and type of the obstacle, the safe distance of the obstacle is obtained; based on the safe distance, the relative distance and the relative speed, the collision time between the target vehicle and the obstacle is determined; and based on the collision time, the target suspension adjustment time is obtained.

[0072] In this embodiment, the target suspension adjustment height refers to the vertical distance (such as compression or extension) that the suspension needs to be adjusted to accommodate the obstacle size and avoid collision damage. Here, the obstacle size can refer to the obstacle's height. Correspondingly, when determining the target suspension adjustment height, the minimum value between the obstacle's height and the maximum suspension adjustment height can be taken to avoid potential malfunctions or losses caused by exceeding the suspension adjustment limits.

[0073] For example, if the height of the obstacle is 0.3m and the maximum suspension adjustment height is 0.25m, then due to the mechanical upper limit, the target suspension adjustment height should be 0.25m.

[0074] In some embodiments of this application, considering that different types of obstacles require different safety margins, the corrected height of the obstacle can be determined according to the type of obstacle, and the minimum value between the corrected height and the maximum suspension adjustment height of the target vehicle can be determined as the target suspension adjustment height.

[0075] For example, when determining the corrected height, one can directly determine the required safety margin for the obstacle based on its type, and then obtain the corrected height of the obstacle by summing this safety margin with the obstacle's height. Alternatively, one can determine a height correction factor for the obstacle based on its type, and then obtain the corrected height of the obstacle by multiplying this height correction factor by the obstacle's height.

[0076] The safety margin or height correction factor corresponding to different types of obstacles can be obtained through pre-calibration.

[0077] Here, the target suspension adjustment height is determined by the actual size of the obstacle and the mechanical limits of the vehicle, which ensures that the adjustment amount meets the obstacle avoidance requirements without exceeding the physical boundaries of the suspension, thus improving reliability and durability.

[0078] In this embodiment, the target suspension adjustment time refers to the start time of suspension adjustment. Theoretically, suspension adjustment should be completed before the collision. Therefore, the target suspension adjustment time can be obtained by subtracting the time required for suspension adjustment from the collision time between the target vehicle and the obstacle.

[0079] For example, considering that the time required for suspension adjustment includes system response time and system execution time, the target suspension adjustment time can be obtained according to the following formula: ; In the formula, This represents the target suspension adjustment time. Representing system response time, taking a fully active hydraulic suspension system as an example, it is the time required from the controller sending a suspension adjustment command to the electro-hydraulic pump building up pressure. This represents the system execution time. Taking a fully active hydraulic suspension system as an example, it is the time required from when the electro-hydraulic pump receives the suspension adjustment command to when the adjustment action is completed.

[0080] It should be noted that the formula in step 202 above can be used as a reference when calculating the Time to Collision (TTC). Specifically, to determine the appropriate suspension adjustment timing for different types of obstacles, different safety distances can be reserved for different types of obstacles when calculating the TTC.

[0081] In this embodiment, when determining the safe distance from an obstacle, on the one hand, from the perspective of the obstacle itself, the higher the obstacle, the greater the target suspension adjustment height required, and the longer the time needed for suspension adjustment, thus the corresponding safe distance should be larger. On the other hand, considering the probability of collision, compared to fixed obstacles such as stones, dynamic obstacles such as pedestrians or other vehicles are more likely to avoid collisions through autonomous obstacle avoidance; therefore, the corresponding safe distance can be relatively smaller. Therefore, the safe distance from an obstacle can be obtained by comprehensively considering both the size (specifically, the height) and type of the obstacle.

[0082] In some embodiments of this application, when determining the safety distance, a first preset correction coefficient can be obtained by looking up the type of obstacle in a first preset correction coefficient table. Then, based on the first preset correction coefficient and the height of the obstacle, a safety distance correction amount corresponding to the obstacle is calculated. The basic safety distance is then corrected based on the safety distance correction amount to obtain the safety distance of the obstacle. Specifically, the following formula is used: ; In the formula, The safe distance from the obstacle. This is a baseline value for safe distance (e.g., 0.1m). The first preset correction factor is... The height of the obstacle. The first preset correction coefficient table can be obtained through pre-calibration; for example, for pedestrians, other vehicles, and fixed obstacles, the first preset correction coefficient... It can be increased sequentially, namely -0.3, 0, and 0.5.

[0083] In another embodiment, to improve response speed when determining the safety distance, the safety distance correction amount or safety distance corresponding to different types and heights of obstacles can be pre-calibrated, and then the safety distance correction amount or safety distance of the obstacle can be obtained directly based on the type and height of the obstacle. Alternatively, if high accuracy is not required, only the safety distance correction amount or safety distance corresponding to different types of obstacles can be pre-calibrated to obtain the safety distance of the obstacle.

[0084] Furthermore, it is understandable that when determining the safety distance, constraints can be imposed on the obtained safety distance based on the upper and lower limits of the safety distance. For example, if the constraint conditions determined based on the upper and lower limits of the safety distance are... If the safe distance is determined to be 0.55m based on the size and type of the obstacle, the safe distance is corrected to 0.5m by means of constraints.

[0085] Here, the safety distance is dynamically set according to the type and size of the obstacle. Differentiated processing can make TTC calculation more accurate. For example, for fixed obstacles, the safety distance is increased to trigger suspension adjustment in advance. For dynamic obstacles (such as pedestrians and other vehicles), the safety distance is decreased to avoid excessive interference, thereby reducing the false trigger rate while ensuring safety.

[0086] In some embodiments of this application, obstacle information may also include the relative acceleration between the obstacle and the target vehicle; after determining the collision time, the suspension adjustment time correction amount of the target vehicle can be determined according to the type of obstacle and the relative acceleration; the target suspension adjustment time is obtained based on the collision time and the suspension adjustment time correction amount.

[0087] For example, the second preset correction coefficient can be obtained by looking up the second preset correction coefficient table according to the type of obstacle, and the suspension adjustment time correction amount of the target vehicle can be calculated based on the second preset correction coefficient and the relative acceleration. The specific formula is as follows: ; In the formula, This is the correction amount for suspension adjustment time. This is the second preset correction factor. This refers to relative acceleration.

[0088] Accordingly, it can be based on The target suspension adjustment time is obtained.

[0089] In this embodiment, relative acceleration refers to the acceleration of the obstacle relative to the target vehicle, which can reflect the dynamic trend of the collision urgency. The suspension adjustment time correction amount is determined by the type of obstacle and the relative acceleration. The collision urgency and the type of obstacle can be combined to adapt to the collision risk of obstacles with different motion characteristics, thereby correcting the timing deviation of the target suspension adjustment time.

[0090] In some embodiments of this application, modifying the first suspension adjustment parameters according to the road surface type of the preset special road surface may include: determining the influence of the preset special road surface on the suspension height of the target vehicle according to the road surface type of the preset special road surface; and modifying the first suspension adjustment parameters based on the influence of the suspension height.

[0091] In this embodiment, the suspension height influence refers to the additional vertical displacement or height compensation required by the suspension system during actual operation due to the physical characteristics of special road surfaces (such as slope, undulation, and stiffness). Its core function is to eliminate the interference of road surface geometry features on the preset suspension adjustment target (i.e., the first suspension adjustment parameter) and ensure that the suspension is in the optimal mechanical position when a collision occurs.

[0092] In some embodiments of this application, the influence of a preset special road surface on the suspension height of a target vehicle can be directly obtained by looking up a table based on the road surface type of the preset special road surface. Alternatively, the suspension height influence coefficient corresponding to the preset special road surface can be obtained first by looking up a table based on the road surface type of the preset special road surface, and then the suspension height influence amount can be calculated based on the suspension height influence coefficient.

[0093] For example, if the estimated collision location is detected on a road surface with potholes, and the suspension height influence coefficient is found to be +20% by looking up a table, the suspension height influence can be calculated by multiplying 20% ​​by the target suspension adjustment height. Alternatively, if the estimated collision location is detected on a road surface with numerous speed bumps, and the suspension height influence coefficient is found to be +15% by looking up a table, the suspension height influence can be calculated by multiplying 15% by the target suspension adjustment height.

[0094] Here, we consider that traditional suspension height adjustment often only focuses on obstacles (such as raising the chassis to overcome obstacles) and ignores road conditions. This can lead to additional impacts and vibrations when obstacles appear on special road surfaces due to improper suspension positioning. Therefore, by predicting road type, we can make preventative adjustments to the height in advance, making the suspension height change more in line with the physical load-bearing characteristics of the current road surface, thereby improving ride comfort and handling stability.

[0095] Step 302: Adjust the suspension of the target vehicle based on the corrected first suspension adjustment parameters.

[0096] In this embodiment, the first suspension adjustment parameters include the target suspension adjustment height and the target suspension adjustment time. The corrected first suspension adjustment parameters mainly include the corrected target suspension adjustment height. When adjusting the suspension of the target vehicle, the target suspension adjustment time is used as the start time for suspension adjustment, and the adjustment is performed according to the corrected target suspension adjustment height.

[0097] For example, taking a fully active hydraulic suspension system as an example, the system is adjusted according to the corrected target suspension adjustment height. This involves rapidly raising the electro-hydraulic pump on the impacted side and pulling it down on the other side, so that the vehicle body generates a roll moment to produce a certain reaction force to reduce the impact and change the impact position to minimize the damage.

[0098] Specifically, the control can employ a combination of feedforward and feedback control. Feedforward control allows for continuous and rapid lifting before the target height (i.e., the corrected target suspension adjustment height) is reached, thereby accelerating the overall system response speed. Feedback control enhances the system robustness. For example, the feedback control can employ a proportional-integral-differential (PID) algorithm.

[0099] For example, when the feedback control uses a proportional-integral-differential (PID) algorithm, the required output power of the electro-hydraulic pump can be calculated in real time using the following formula. : ; In the formula, For calibration coefficients, , To maximize the driving force, For the target height, This is the current suspension height. ,in, This is the proportionality coefficient. The integral coefficient is... The differential coefficients are... .

[0100] Understandably, to improve stability, once the electro-hydraulic pump is adjusted according to the above process, the air spring can follow suit (such as synchronous lifting) to maintain vehicle stability.

[0101] In addition, after determining that there is a collision risk between the target vehicle and the obstacle, the embodiments of this application also consider the impact of the collision risk level on the suspension adjustment, so as to balance the timeliness of response and the accuracy of decision-making through a graded response mechanism. Figure 4 This is a schematic flowchart of a vehicle suspension control method provided in another embodiment of this application, as shown below. Figure 4 As shown, the method includes: Step 401: Obtain road surface information in front of the target vehicle and obstacle information within a preset range around the target vehicle.

[0102] Step 402: Based on the obstacle information, determine whether there is a risk of collision between the target vehicle and the obstacle.

[0103] For the implementation of steps 401-402, please refer to [link / reference]. Figure 2 The relevant descriptions in the embodiments will not be repeated here.

[0104] Step 403: If there is a collision risk, determine the risk level of the collision risk.

[0105] In this embodiment, after determining that there is a collision risk between the target vehicle and the obstacle, the risk level of the collision risk is further determined so as to carry out graded response according to the risk level, thereby balancing the timeliness of response and the accuracy of decision-making when adjusting the suspension.

[0106] For example, the risk level of a collision can be determined by comparing the TTC with different preset collision risk thresholds. For instance: When TTC is greater than the first preset collision risk threshold (e.g., 8s), it is determined that there is no risk of collision between the target vehicle and the obstacle, and no action needs to be output.

[0107] When the TTC is greater than the second preset collision risk threshold (e.g., 5s) but less than or equal to the first preset collision risk threshold, it is determined that there is no collision risk between the target vehicle and the obstacle, but the obstacle needs to be tracked and observed.

[0108] When the TTC is greater than the third preset collision risk threshold (e.g., 3s) but less than or equal to the second preset collision risk threshold, the collision risk between the target vehicle and the obstacle is considered to be low risk.

[0109] When the TTC is greater than the fourth preset collision risk threshold (e.g., 0.5s) but less than or equal to the third preset collision risk threshold, the collision risk between the target vehicle and the obstacle is identified as medium risk.

[0110] When the TTC is less than or equal to the fourth preset collision risk threshold, the collision risk between the target vehicle and the obstacle is considered to be high risk.

[0111] Among them, from low risk to high risk, the probability of the target vehicle colliding with the obstacle increases sequentially.

[0112] In some implementations of this application, if a high degree of precision is required in classifying risk levels, it can be divided into more risk levels, such as Level 1 risk, Level 2 risk, Level 3 risk, and Level 4 risk, with the probability of collision increasing sequentially. Alternatively, if a lower degree of precision is required in classifying risk levels, it can be divided into only low risk and high risk. This application does not impose any limitations on this.

[0113] Step 404: If the risk level is low or medium, control the suspension of the target vehicle to enter the pre-adjustment state, and determine whether the estimated collision point between the target vehicle and the obstacle is located on the preset special road surface based on the road information.

[0114] Step 405: If the estimated collision location is on a preset special road surface, the suspension of the target vehicle is adjusted according to the obstacle information and the road surface type of the preset special road surface.

[0115] The preparatory adjustment state refers to the preparatory work performed by the suspension system in advance without changing the current vehicle height and damping characteristics. For example, controlling the suspension of a target vehicle to enter the preparatory adjustment state can include, but is not limited to, the following: Low-pressure preparation: Activate the actuators (such as electro-hydraulic pumps or motors) of the fully active suspension, switching them from sleep mode to low-power standby mode to maintain basic working pressure and reduce response latency.

[0116] Medium pressure preparation: This puts the hydraulic / electric system of the fully active suspension in a semi-standby mode, maintaining medium working pressure. At this time, the actuators begin to build up preload, further shortening the response delay.

[0117] In this embodiment, considering that suspension adjustments based on obstacle information typically only begin when an obstacle is detected, and that actions such as electro-hydraulic pump pressure build-up have relatively long response times, potentially leading to delayed responses, a risk level is further assessed. The electro-hydraulic pump is then set to either a low-pressure or medium-pressure standby state based on the risk level to significantly shorten the response time.

[0118] Understandably, after determining the risk level, different levels of visual and auditory alerts can be issued according to the risk level.

[0119] In some embodiments, after determining whether the estimated collision position between the target vehicle and the obstacle is located on a preset special road surface, if the estimated collision position is not located on the preset special road surface, the first suspension adjustment parameter of the target vehicle is determined based on the obstacle information; and the suspension of the target vehicle is adjusted based on the first suspension adjustment parameter.

[0120] In this embodiment, when there is a risk of collision between the target vehicle and the obstacle, and the risk level is low or medium, which meets the conditions for advance preparation, if it is also determined that the estimated collision location is not located on a preset special road surface, then it can be determined that the target vehicle is in a condition where there is only a risk of collision, and the suspension of the target vehicle can be adjusted only according to the obstacle information.

[0121] Step 406: If the risk level is high risk, determine the first suspension adjustment parameters of the target vehicle based on the obstacle information, and adjust the suspension of the target vehicle based on the first suspension adjustment parameters.

[0122] In this embodiment, when the risk level is high, the target vehicle is in a condition where it may be driving on a special road surface but the probability of colliding with an obstacle is very high. At this time, in order to ensure vehicle driving safety, the collision avoidance function takes priority and immediately enters the intervention phase, adjusting the suspension of the target vehicle according to the obstacle information.

[0123] Understandably, after step 402, if there is no risk of collision, the road surface information is used to determine whether the road surface in front of the target vehicle is a preset special road surface; if the road surface in front of the target vehicle is a preset special road surface, the second suspension adjustment parameters of the target vehicle are determined according to the road surface type of the preset special road surface; and the suspension of the target vehicle is adjusted according to the second suspension adjustment parameters.

[0124] In this embodiment, when there is no risk of collision between the target vehicle and the obstacle, but the road surface ahead is special, the suspension of the target vehicle can be adjusted only according to the road surface information.

[0125] For example, road elevation and slope information can first be obtained through multi-source fusion of sensors such as binocular cameras and LiDAR. Then, feature extraction is performed based on this information. When a rectangular bump with a height and width within a certain range is detected, the road type can be identified as a speed bump (using template matching and height / width threshold judgment). When a local depression with a depth greater than a certain threshold is detected, it is identified as a pothole (using local minimum detection and morphological filtering). When periodic undulations are detected, it is identified as a wavy road. When left-right intersecting undulations are detected, it is identified as a twisted road (using spectral analysis and dominant frequency extraction based on Fourier transform). When monotonically rising or falling slopes are detected, it is identified as a ramp (using linear fitting and slope estimation).

[0126] Once the road surface type is determined, active compensation can be performed according to different road surface types. This stage first calculates the time it takes for the front wheels of the target vehicle to reach the preset special road surface to determine the front wheel suspension adjustment time. Then, based on the wheelbase and current vehicle speed, the time it takes for the rear wheels to reach the preset special road surface is calculated to determine the rear wheel suspension adjustment time.

[0127] For example, the compensation force for active compensation can be calculated based on vehicle dynamics. Taking a slope as an example: for a forward slope, the pitch angle is mainly adjusted by changing the force difference between the front and rear suspensions; for a lateral slope, the roll angle is mainly adjusted by changing the force difference between the left and right suspensions. Let the extracted slope angle be... The height difference that needs to be compensated to maintain vehicle stability is , This indicates the wheelbase of the target vehicle. Therefore, before going uphill, the electro-hydraulic pump is gradually driven until the height difference equals 0, reaching maximum output when the vehicle is fully uphill. On the downhill, the applied pressure difference is gradually released until the vehicle is fully downhill. ; In the formula, For compensating force, For the sprung mass, , For suspension stiffness and damping, , representing the component of gravity on the slope. The distribution coefficient is determined based on the position of the centroid.

[0128] In this embodiment, different algorithms can be used to determine the compensation force for different road surface types, and this application does not limit this. For example, for speed bumps, the compensation force can be pre-calibrated based on the vehicle speed, which will be more accurate and faster than that calculated by formula.

[0129] It is understandable that after calculating the compensation force, considering that when the target vehicle passes through special or extreme road surfaces, an extreme compensation force value is often calculated, and since this compensation force value may be affected by hardware and cannot achieve the expected goal, forced execution will bring safety hazards, it is necessary to constrain it, that is, to actively compensate and constrain it.

[0130] In some embodiments, the active compensation constraint can be divided into three parts, namely: Actuator constraints: Based on the performance of the electro-hydraulic pump, determine parameters such as the active force range, force change rate, and pump flow rate to prevent damage to the electro-hydraulic pump. When the calculated compensation force exceeds this constraint range, the electro-hydraulic pump can output at its maximum performance.

[0131] Suspension travel constraint: The travel limit and travel speed are determined by the performance of hardware such as shock absorbers to prevent hardware damage. When the calculated compensation force exceeds this constraint range, the output power of the electro-hydraulic pump can be dynamically adjusted according to the current shock absorber travel and speed. When the travel limit is about to be exceeded (e.g., within 0.5 seconds), the increase in output power is immediately stopped, and the current height is maintained.

[0132] Comfort and safety constraints: The system outputs multiple target correction parameters, including vehicle acceleration, pitch angle, and tire load. Specifically, in certain special road conditions such as long inclines, if the electro-hydraulic pump needs to maintain the target height for an extended period after rapid lifting, an air spring is required to intervene and lift the vehicle, reducing the load on the electro-hydraulic pump and preventing overheating and other malfunctions.

[0133] In this embodiment, by adjusting the suspension of the target vehicle according to the road information, the road conditions ahead can be predicted in real time. The active suspension system can "predictively" adjust the vehicle's posture and movement, significantly improving driving smoothness and comfort.

[0134] Furthermore, when the controller supports online learning, it can record the vehicle's state and compensation force output when passing over special road surfaces. Taking speed bumps as an example, it can record the current vehicle load (data can be directly received when there are sensors, and estimated through acceleration when there are no sensors), suspension displacement, speed, acceleration, and vehicle speed, etc., when passing over speed bumps multiple times. This allows the parameters (i.e., compensation force) to be dynamically adjusted the next time similar road conditions are encountered, resulting in a better response.

[0135] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0136] Figure 5 This is a schematic diagram of the structure of a vehicle suspension control device provided in one embodiment of this application. Figure 5As shown, the vehicle suspension control device provided in this embodiment may include: an acquisition module 51, a judgment module 52, a first processing module 53, and a second processing module 54.

[0137] The acquisition module 51 is used to acquire road surface information in front of the target vehicle and obstacle information within a preset range around the target vehicle. The judgment module 52 is used to determine whether there is a risk of collision between the target vehicle and the obstacle based on the obstacle information; The first processing module 53 is used to determine, based on the road surface information, whether the estimated collision position between the target vehicle and the obstacle is located on a preset special road surface if there is a collision risk. The second processing module 54 is used to adjust the suspension of the target vehicle according to the obstacle information and the road surface type of the preset special road surface if the estimated collision location is located on the preset special road surface.

[0138] In one possible implementation, the second processing module 54 is specifically used for: Based on the obstacle information, the first suspension adjustment parameters of the target vehicle are determined, and the first suspension adjustment parameters are corrected according to the road surface type of the preset special road surface. The suspension of the target vehicle is adjusted based on the corrected first suspension adjustment parameters.

[0139] In one possible implementation, the obstacle information includes the size and type of the obstacle, as well as the relative distance and relative speed between the obstacle and the target vehicle; the first suspension adjustment parameters include the target suspension adjustment height and the target suspension adjustment time; the second processing module 54 is specifically used for: The target suspension adjustment height is determined based on the size of the obstacle and the maximum suspension adjustment height of the target vehicle; Based on the size and type of the obstacle, a safe distance to the obstacle is obtained. Based on the safe distance, the relative distance, and the relative speed, the collision time between the target vehicle and the obstacle is determined. Based on the collision time, the target suspension adjustment time is obtained.

[0140] In one possible implementation, the obstacle information further includes the relative acceleration between the obstacle and the target vehicle; the second processing module 54 is specifically used for: The suspension adjustment time correction amount for the target vehicle is determined based on the type of obstacle and the relative acceleration. The target suspension adjustment time is obtained based on the collision time and the suspension adjustment time correction amount.

[0141] In one possible implementation, the second processing module 54 is specifically used for: Based on the road surface type of the preset special road surface, determine the amount of influence of the preset special road surface on the suspension height of the target vehicle; The first suspension adjustment parameters are corrected based on the suspension height influence.

[0142] In one possible implementation, the first processing module 53 can also be used for: If a collision risk exists, determine the risk level of the collision risk; If the risk level is low or medium, the suspension of the target vehicle is controlled to enter a pre-adjustment state, and the step of determining whether the estimated collision point between the target vehicle and the obstacle is located on a preset special road surface is executed based on the road surface information. The second processing module 54 can also be used to determine the first suspension adjustment parameters of the target vehicle based on the obstacle information if the risk level is high risk, and to adjust the suspension of the target vehicle based on the first suspension adjustment parameters.

[0143] In one possible implementation, a third processing module 55 is also included, which is specifically used for: If there is no risk of collision, then based on the road surface information, determine whether the target vehicle is on the preset special road surface. If the target vehicle is in front of the preset special road surface, then the second suspension adjustment parameters of the target vehicle are determined according to the road surface type of the preset special road surface; The suspension of the target vehicle is adjusted according to the second suspension adjustment parameters.

[0144] In one possible implementation, the second processing module 54 can also be used for: If the estimated collision location is not located on the preset special road surface, then the first suspension adjustment parameters of the target vehicle are determined based on the obstacle information; The suspension of the target vehicle is adjusted according to the first suspension adjustment parameters.

[0145] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0146] Figure 6 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Figure 6As shown, the vehicle 600 in this embodiment includes a processor 610 and a memory 620, wherein the memory 620 stores a computer program 621 that can run on the processor 610. When the processor 610 executes the computer program 621, it implements the steps in any of the above method embodiments, for example... Figure 2 Steps 201-204 are shown. Alternatively, when processor 610 executes computer program 621, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 5 The functions of modules 51-55 are shown.

[0147] For example, computer program 621 may be divided into one or more modules / units, one or more of which are stored in memory 620 and executed by processor 610 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 621 in vehicle 600.

[0148] Those skilled in the art will understand that Figure 6 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more or fewer components than shown, or combinations of certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0149] The processor 610 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0150] The memory 620 can be an internal storage unit of the vehicle, such as a hard drive or memory, or an external storage device, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc. The memory 620 can also include both internal and external storage devices. The memory 620 is used to store computer programs and other programs and data required by the vehicle. The memory 620 can also be used to temporarily store data that has been output or will be output.

[0151] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0152] An embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vehicle suspension control method.

[0153] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0154] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0155] In the embodiments provided in this application, it should be understood that the disclosed devices / vehicles and methods can be implemented in other ways. For example, the device / vehicle 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 system, or some features may be ignored or not executed. Furthermore, the mutual 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.

[0156] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0157] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0158] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0159] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle suspension control method, characterized in that, include: Obtain road surface information in front of the target vehicle and obstacle information within a preset range around the target vehicle; Based on the obstacle information, determine whether there is a risk of collision between the target vehicle and the obstacle; If there is a risk of collision, then based on the road surface information, determine whether the estimated collision location between the target vehicle and the obstacle is located on a preset special road surface; If the estimated collision location is located on the preset special road surface, the suspension of the target vehicle is adjusted according to the obstacle information and the road surface type of the preset special road surface.

2. The vehicle suspension control method according to claim 1, characterized in that, The step of adjusting the suspension of the target vehicle based on the obstacle information and the preset special road surface type includes: Based on the obstacle information, the first suspension adjustment parameters of the target vehicle are determined, and the first suspension adjustment parameters are corrected according to the road surface type of the preset special road surface. The suspension of the target vehicle is adjusted based on the corrected first suspension adjustment parameters.

3. The vehicle suspension control method according to claim 2, characterized in that, The obstacle information includes the size and type of the obstacle, as well as the relative distance and relative speed between the obstacle and the target vehicle; the first suspension adjustment parameters include the target suspension adjustment height and the target suspension adjustment time; Determining the first suspension adjustment parameters of the target vehicle based on the obstacle information includes: The target suspension adjustment height is determined based on the size of the obstacle and the maximum suspension adjustment height of the target vehicle; Based on the size and type of the obstacle, a safe distance to the obstacle is obtained. Based on the safe distance, the relative distance, and the relative speed, the collision time between the target vehicle and the obstacle is determined. Based on the collision time, the target suspension adjustment time is obtained.

4. The vehicle suspension control method according to claim 3, characterized in that, The obstacle information also includes the relative acceleration between the obstacle and the target vehicle; The step of obtaining the target suspension adjustment time based on the collision time includes: The suspension adjustment time correction amount for the target vehicle is determined based on the type of obstacle and the relative acceleration. The target suspension adjustment time is obtained based on the collision time and the suspension adjustment time correction amount.

5. The vehicle suspension control method according to claim 2, characterized in that, The step of correcting the first suspension adjustment parameters according to the preset special road surface type includes: Based on the road surface type of the preset special road surface, determine the amount of influence of the preset special road surface on the suspension height of the target vehicle; The first suspension adjustment parameters are corrected based on the suspension height influence.

6. The vehicle suspension control method according to any one of claims 1 to 5, characterized in that, The method further includes: If a collision risk exists, determine the risk level of the collision risk; If the risk level is low or medium, the suspension of the target vehicle is controlled to enter a pre-adjustment state, and the step of determining whether the estimated collision point between the target vehicle and the obstacle is located on a preset special road surface is executed based on the road surface information. If the risk level is high risk, then based on the obstacle information, the first suspension adjustment parameters of the target vehicle are determined, and the suspension of the target vehicle is adjusted according to the first suspension adjustment parameters.

7. The vehicle suspension control method according to any one of claims 1 to 5, characterized in that, After determining whether there is a risk of collision between the target vehicle and the obstacle based on the obstacle information, the method further includes: If there is no risk of collision, then based on the road surface information, determine whether the target vehicle is on the preset special road surface. If the target vehicle is in front of the preset special road surface, then the second suspension adjustment parameters of the target vehicle are determined according to the road surface type of the preset special road surface; The suspension of the target vehicle is adjusted according to the second suspension adjustment parameters.

8. The vehicle suspension control method according to any one of claims 1 to 5, characterized in that, After determining whether the estimated collision location between the target vehicle and the obstacle is located on a preset special road surface based on the road surface information, the method further includes: If the estimated collision location is not located on the preset special road surface, then the first suspension adjustment parameters of the target vehicle are determined based on the obstacle information; The suspension of the target vehicle is adjusted according to the first suspension adjustment parameters.

9. A vehicle comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle suspension control method as described in any one of claims 1 to 8.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the vehicle suspension control method as described in any one of claims 1 to 8.

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