A method for coordinated control of active suspension and drive anti-skid, and related equipment.

Abstract

This invention provides a collaborative control method and related equipment for active suspension and drive anti-slip, relating to the field of vehicle chassis technology. This technical solution acquires real-time vehicle driving status information and accurately calculates the slip rate of the drive wheels. It can immediately activate the collaborative control mode when a risk of slippage is detected, overcoming the limitations of traditional anti-slip systems that rely solely on torque reduction or braking. Based on the specific location of the slipping wheel and the road surface adhesion level, it intelligently calculates the downward clamping force required by the active actuator. By directly increasing the ground pressure of the slipping wheel, it enhances the vertical load and adhesion limit, thereby suppressing slippage at its source. Simultaneously, this method dynamically matches and adjusts the drive torque according to the severity of the slippage rate, realizing a shift in control logic from passive torque reduction to active load increase. This not only effectively avoids power loss but also significantly improves the vehicle's starting and acceleration stability on low-traction surfaces.

Description

Technical Field

[0001] This invention relates to the field of vehicle chassis technology, and in particular to a method and related equipment for the coordinated control of active suspension and drive anti-slip. Background Technology

[0002] In the technical field of vehicle ride comfort and handling stability, the collaborative working strategy of active suspension systems and traction control systems, as two core functional modules, has always been a focus of industry attention. In existing mainstream solutions, vehicles are generally equipped with traction control systems. When the slip rate of the drive wheels exceeds the limit, it suppresses slippage by reducing engine or motor torque and applying braking pressure. However, this control logic, which sacrifices power, can easily lead to power interruption, weak acceleration, or even getting stuck on low-traction surfaces such as ice, snow, and mud. Meanwhile, although high-end models are equipped with active suspension systems capable of independently adjusting vertical loads, under the existing vehicle control architecture, this system is usually forcibly deactivated or placed in passive mode when the traction control function intervenes, retaining only damping function without outputting active force. This mutually exclusive design approach, while avoiding potential interference between systems, also prevents the active suspension from realizing its potential to regulate ground pressure at critical moments of wheel slippage. In addition, very few existing collaborative solutions are designed only for split-type road surfaces with uneven left and right adhesion coefficients. By raising the suspension on the high-adhesion side to passively transfer the center of gravity, the applicable scenarios are limited, and it is an indirect load adjustment with low overall tire adhesion utilization. Summary of the Invention

[0003] The purpose of this invention is to provide a method and related equipment for the coordinated control of active suspension and drive anti-skid, in order to solve one or more technical problems existing in the prior art, and at least provide a beneficial option or create conditions that can directly increase the ground pressure of the slipping wheel by outputting vertical active force through active suspension without sacrificing drive power, thereby improving the tire adhesion limit and suppressing slippage, and realizing the full-domain coordinated control of active suspension and drive anti-skid system.

[0004] On the one hand, this application provides a method for coordinated control of active suspension and drive anti-slip, including: The vehicle's driving status information is acquired, the slip ratio of the drive wheels is calculated based on the driving status information, and the cooperative control mode is activated based on the slip ratio determination result. Based on the position information of the slipping wheel and the road surface adhesion level, the target vertical force required to be output by the active actuator of the corresponding wheel is calculated, wherein the target vertical force is the downward pressing force that increases the ground pressure of the slipping wheel. The active actuator is controlled to output the target vertical force to increase the vertical load and adhesion limit of the slipping wheel, while the driving torque of the vehicle is matched and adjusted according to the severity of the slip rate.

[0005] Furthermore, the step of acquiring the vehicle's driving state information, calculating the slip ratio of the drive wheels based on the driving state information, and activating the cooperative control mode based on the slip ratio determination result specifically includes: Collect wheel speed, longitudinal acceleration, drive torque, and suspension vibration signals of all four wheels; By analyzing the suspension vibration spectrum characteristics and the nonlinear characteristics of torque-acceleration, the current road surface type is identified, and the road surface adhesion level is determined. If the drive wheel slip rate is detected to exceed a preset trigger threshold, or the road surface adhesion level is lower than a preset adhesion threshold, then the cooperative control mode is activated.

[0006] Furthermore, the calculation of the target vertical force required by the active actuator of the corresponding wheel based on the position information of the slipping wheel and the road surface adhesion level specifically includes: When the entire surface is determined to be a uniform low-adhesion road surface and the wheels on the same axle slip synchronously, the active actuator corresponding to the slipping axle is controlled to output the main force that presses downward synchronously, according to the vehicle drive mode. When it is determined that there is partial slippage on one side of the wheel, the active actuator corresponding to the slipping wheel is output with downward pressing force, and the output force of the active actuator corresponding to the opposite wheel is proportionally reduced according to the slip rate of the slipping wheel in order to maintain the vehicle body posture balance.

[0007] Furthermore, the adjustment of the vehicle's drive torque according to the severity of the slip ratio specifically includes employing a three-level progressive cooperative control strategy: Level 1 coordination: When the slip ratio is within the first preset range, it is suppressed only by increasing the vertical load through the active suspension, without limiting the drive torque; Secondary coordination: When the slip ratio is in the second preset range, maintain the active suspension load increase and match the low gradient torque increase limit; Three-level coordination: When the slip ratio is in the third preset range, maintain the maximum compliant load increase and cooperate with the high gradient torque limit to prevent instability.

[0008] Furthermore, before controlling the active actuator to output the target vertical force, the method further includes: Real-time monitoring of suspension travel, vehicle attitude angle, and actuator temperature parameters; Determine whether the parameter exceeds the preset safety envelope; If the target vertical force is not exceeded, then the output is allowed; If the target vertical force is exceeded, the target vertical force will be corrected or the main force output will be cut off, switching to the traditional drive anti-slip control mode.

[0009] Furthermore, the security envelope specifically includes: Suspension travel limit constraints are used to prevent mechanical impacts by limiting the extension and retraction of the shock absorbers; The vehicle body posture safety envelope constraint limits the vehicle's pitch and roll angles to within the allowable range of comfort and stability. Actuator force and heat constraint limits the rated upper limit of continuous output force, short-term overload ratio and overload duration, and automatically derating output under high temperature conditions.

[0010] Furthermore, the method also includes fault tolerance and security degradation strategies: When a single actuator fails, the fault circuit is cut off and the passive damping mode is switched to control the remaining healthy actuators to adaptively compensate for load distribution. When two or more actuators fail or the core sensor signal is lost, the active suspension power output is immediately terminated, a switching command is issued, and the whole vehicle seamlessly switches to traditional TCS independent anti-slip control.

[0011] On the other hand, this application provides a coordinated control system for active suspension and drive anti-slip, including: a signal acquisition module, a decision calculation module, and an actuator drive module; The signal acquisition module is used to acquire the vehicle's driving status information; The decision calculation module is configured to execute the aforementioned coordinated control method of active suspension and drive anti-skid to calculate the target vertical force and generate control commands. The actuator drive module is used to respond to the control command and drive the active actuator to accurately output vertical active force.

[0012] On the other hand, this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the aforementioned coordinated control method for active suspension and drive anti-slip.

[0013] On the other hand, this application provides a vehicle equipped with a coordinated control system for active suspension and drive anti-slip as described above, and the vehicle is configured with an active suspension system capable of independently outputting vertical active force in response to electrical signals, the active suspension system including hydraulic, electromagnetic or electronically controlled variable stiffness active actuators.

[0014] The beneficial effects of this invention are as follows: This application provides a collaborative control method for active suspension and drive anti-slip. This technical solution acquires vehicle driving status information in real time and accurately calculates the slip rate of the drive wheels. It can immediately activate the collaborative control mode when a slip risk is detected, breaking through the limitations of traditional anti-slip systems that rely solely on torque reduction or braking. Based on the specific position of the slipping wheel and the road surface adhesion level, it intelligently calculates the downward clamping force required by the active actuator. By directly increasing the ground pressure of the slipping wheel, it enhances the vertical load and adhesion limit, thereby suppressing slippage at its source. Simultaneously, this method dynamically matches and adjusts the drive torque according to the severity of the slip rate, realizing a shift in control logic from passive torque reduction to active load increase. This not only effectively avoids power loss but also significantly improves the vehicle's starting and acceleration stability on low-adhesion surfaces. This application also provides related equipment for the above method. The beneficial effects of the related equipment are similar to those of the above method and will not be elaborated here.

[0015] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the description, claims and drawings. Attached Figure Description

[0016] The accompanying drawings are provided to further understand the technical solutions of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the technical solutions of the present invention, and do not constitute a limitation on the technical solutions of the present invention.

[0017] Figure 1 This is a flowchart of the coordinated control method for active suspension and drive anti-skid provided in this application; Figure 2 This is a schematic diagram of the collaborative control method for active suspension and drive anti-skid provided in this application; Figure 3 This is a structural diagram of the coordinated control system for active suspension and drive anti-skid provided in this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0019] The present application will be further described below with reference to the accompanying drawings and specific embodiments. The described embodiments should not be considered as limitations on the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0020] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0022] With the rapid development of the automotive industry, vehicle dynamics control systems have become crucial for ensuring driving safety and improving driving quality. In modern automotive technology, active suspension systems and traction control systems are two core functional modules. Active suspension systems can independently adjust the vertical load on the wheels, thereby optimizing vehicle ride comfort and handling stability; while traction control systems aim to prevent excessive wheel slippage during vehicle acceleration, ensuring effective power transmission. Although both technologies are relatively mature, achieving deep integration and synergistic operation under complex real-world road conditions to resolve the contradiction between dynamics and stability on low-traction surfaces remains a critical technical challenge that urgently needs to be overcome in the field of vehicle engineering.

[0023] Currently, the industry mainly offers the following mainstream technical solutions to address the problem of vehicle drive wheel slippage: One approach is the traditional anti-slip control strategy, which is currently the most widely used technology. When the vehicle's electronic control unit detects that the slip rate of the drive wheels exceeds a preset threshold through wheel speed sensors, the system determines that the wheels are slipping. At this point, the control logic immediately intervenes, primarily suppressing slippage in two ways: first, by sending a command to the engine or motor management system to reduce output torque; and second, by applying braking pressure to the slipping wheels, using the differential effect to transfer torque to the wheels with traction.

[0024] Secondly, there is the conventional active suspension control strategy. In existing high-end models, active suspension systems are mainly used to improve ride comfort or suppress body roll. Their control logic is typically based on road surface anticipation or vehicle attitude sensors, adjusting the damping force of the shock absorbers or outputting active power to filter road bumps. However, in traditional vehicle control architectures, once the traction control system is triggered, for safety redundancy and system decoupling considerations, the active suspension system is usually forced out of active control mode, or retains only passive damping characteristics, no longer outputting the main power for adjusting vertical loads.

[0025] Thirdly, there are collaborative control schemes based on split-road surfaces. Some existing improved technologies attempt to coordinate suspension and drive anti-slip measures. These schemes are mainly for split-road surface conditions where the adhesion coefficients of the left and right sides are inconsistent. The control strategy usually involves raising the suspension on the side about to lift off the ground or with low adhesion, attempting to shift the center of gravity to the side with high adhesion through body roll, thereby increasing the vertical load on the wheels on the side with high adhesion and assisting the vehicle in getting out of trouble.

[0026] While the aforementioned existing technologies have solved certain problems in vehicle operation to some extent, they still have significant shortcomings and deficiencies when facing complex and ever-changing real-world road conditions: On the one hand, traditional anti-skid strategies result in significant power loss and a poor driving experience. Existing technologies rely excessively on reducing engine torque or applying brakes to the wheels to suppress slippage. On low-friction surfaces such as ice, snow, and mud, this control logic, which sacrifices power, can lead to sluggish acceleration, or even complete power loss, leaving the vehicle stuck and unable to escape, severely impacting vehicle passability and driver confidence.

[0027] On the other hand, the anti-slip potential of active suspension is limited, and there is mutual exclusion between the systems. In existing technologies, active suspension and drive anti-slip systems are often in a mutually exclusive state. When the wheels slip and need to increase grip the most, the active suspension is instead cut off from active power output and used only as a passive damper. This design philosophy means that the millisecond-level vertical load adjustment capability of the active suspension cannot play a role at critical moments of drive anti-slip, resulting in a huge waste of hardware resources.

[0028] Furthermore, existing collaborative solutions have a narrow scope of application and limited control mechanisms. The few existing collaborative solutions are mainly limited to scenarios with opposing surfaces, transferring loads through vehicle tilt. This method is an indirect load adjustment, with slow response and limited adjustment range. For low-adhesion surfaces where the adhesion coefficients on both sides of the same axle are uniform, this tilt-based transfer strategy is completely ineffective. In addition, existing technologies lack direct control methods to apply downward pressure to slipping wheels, failing to fundamentally improve tire adhesion limits.

[0029] In summary, the core challenges faced by existing technologies lie in the severe power loss of traditional anti-skid strategies, the limited anti-skid potential of active suspensions, and the narrow applicability and restricted control mechanisms of existing collaborative solutions. There is a lack of a universally applicable control scheme that can balance power preservation and slip suppression.

[0030] To address the aforementioned issues, this application proposes a collaborative control method and related equipment for active suspension and drive anti-slip systems. This method breaks away from the traditional design bias of mutual exclusion between active suspension and drive anti-slip systems, constructing a direct and universally applicable collaborative control mechanism. When the system detects drive wheel slippage, it no longer relies solely on torque reduction or braking. Instead, based on the specific location of the slipping wheel and the road surface adhesion level, it intelligently calculates and controls the active actuator to output downward pressing force, thereby directly increasing the ground pressure of the slipping wheel to enhance vertical load and adhesion limits. Simultaneously, this method combines the severity of slippage with the adjustment of the vehicle's drive torque, achieving a shift in control logic from passive torque reduction to active load increase. This not only effectively avoids power loss on low-adhesion surfaces but also significantly improves the vehicle's power and handling stability.

[0031] Furthermore, this invention abandons the traditional control logic of prioritizing torque reduction in the event of slippage. When slippage of the drive wheel is detected, the active suspension does not disengage, degrade, or limit its amplitude; instead, it actively outputs a controllable vertical force, directly increasing the positive pressure between the slipping wheel and the ground, based on the principles of tire mechanics. In terms of road surface adhesion coefficient If the situation cannot be changed, increase the vertical load on the wheels. Actively improve tire grip to retain maximum drive torque and suppress drive wheel slippage at its source.

[0032] Meanwhile, this invention supplements multiple mechanical constraints, vehicle posture restrictions, actuator thermal protection and fail-safe degradation strategies, and solves engineering problems such as posture instability, component overload and system failure caused by active power intervention, thus meeting the functional safety design requirements of mass-produced vehicles.

[0033] First, the coordinated control method of active suspension and drive anti-slip provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0034] Reference Figure 1 The implementation process of the active suspension and drive anti-skid coordinated control method provided in this application embodiment includes, but is not limited to, the following steps.

[0035] Step S100: Obtain the vehicle's driving status information, calculate the slip ratio of the drive wheels based on the driving status information, and activate the cooperative control mode based on the slip ratio determination result.

[0036] In step S100, a precise state monitoring and mode switching mechanism is established. By collecting the vehicle's driving state information in real time and calculating the slip rate of the drive wheels, the system can accurately detect the critical point at which the vehicle transitions from stable driving to slippage and instability. This establishes a triggering benchmark for collaborative control, avoiding control failures caused by the lag in traditional systems.

[0037] Meanwhile, activating the collaborative control mode based on the slip ratio determination result means that the system can intelligently identify whether the current operating condition belongs to a low adhesion or slip scenario that requires intervention. Thus, without driver intervention, it can automatically complete the seamless switch from the normal driving mode to the anti-slip collaborative mode, gaining valuable response time for subsequent active intervention and ensuring the timeliness and accuracy of control.

[0038] Step S200: Based on the position information of the slipping wheel and the road surface adhesion level, calculate the target vertical force required to be output by the active actuator of the corresponding wheel.

[0039] The target vertical force is the downward clamping force that increases the ground pressure of the slipping wheel.

[0040] In step S200, the abstract anti-skid requirements are transformed into specific execution commands. This step not only identifies the location of the slipping wheel but also incorporates the important dimension of road surface adhesion level, thereby enabling differentiated strategies for different road conditions. It abandons the passive approach of traditional anti-skid control that relies solely on braking or torque reduction, and instead utilizes the millisecond-level response characteristics of the active suspension system to directly calculate the downward clamping force that can increase the ground contact pressure of the slipping wheel.

[0041] This computational logic enhances the tire's grip potential from a physical perspective. By accurately calculating the target vertical force, it ensures the targeting and effectiveness of subsequent actions, achieving a qualitative leap in anti-skid control from passive adaptation to active creation.

[0042] In step S300, the active actuator is controlled to output a target vertical force to increase the vertical load and adhesion limit of the slipping wheel, while the driving torque of the vehicle is adjusted according to the severity of the slip rate.

[0043] In step S300, the vehicle's dynamic performance is optimized through the coordinated operation of multiple actuators. This step controls the active actuator to output the target vertical force, directly increasing the vertical load and adhesion limit of the slipping wheel. This means that the vehicle can obtain stronger driving force without losing too much power.

[0044] Meanwhile, the system adjusts the vehicle's drive torque according to the severity of the slip ratio, reflecting a refined torque management strategy based on active load increase. This breaks the limitations of traditional anti-slip systems that sacrifice power for stability. Through the perfect coordination between the active suspension and the power system, the system not only ensures the vehicle's starting and acceleration capabilities on low-traction surfaces but also effectively suppresses wheel slippage, greatly improving the vehicle's passability, power, and driving stability.

[0045] In some embodiments of this application, step S100 involves obtaining vehicle driving status information, calculating the slip ratio of the drive wheels based on the driving status information, and activating the cooperative control mode based on the slip ratio determination result. Specifically, this includes the following steps.

[0046] Step S110: Collect wheel speed, longitudinal acceleration, drive torque and suspension vibration signals of the four wheels.

[0047] In step S110, a multi-dimensional vehicle dynamic perception foundation is established. By comprehensively collecting four-wheel wheel speeds, longitudinal acceleration, drive torque, and suspension vibration signals, the system can acquire rich underlying data about the vehicle during driving. This step breaks through the limitation of traditional anti-slip control relying solely on a single wheel speed difference, incorporating power output status and chassis mechanical response into a unified monitoring system. This provides reliable data support for subsequent accurate identification, ensuring that the control system's grasp of the vehicle's current motion state is both comprehensive and real-time.

[0048] Step S120: By analyzing the suspension vibration spectrum characteristics and the nonlinear characteristics of torque-acceleration, the current road surface type is identified, and the road surface adhesion level is determined.

[0049] In step S120, intelligent identification of the road surface environment and quantitative assessment of adhesion capability are achieved. By analyzing the suspension vibration spectrum characteristics, the system can capture the specific frequency response excited by different road surface roughness, and thus determine the specific road surface type such as hard ice surface, compacted snow surface or soft mud; at the same time, combined with the nonlinear characteristics of torque and acceleration, the actual adhesion level of the current road surface is further calculated.

[0050] This process endows vehicles with environmental perception capabilities, enabling cooperative control strategies to be adjusted according to real road conditions, rather than using a one-size-fits-all fixed parameter, thereby significantly improving the adaptability and accuracy of control.

[0051] Step S130: If it is detected that the slip rate of the drive wheel exceeds the preset trigger threshold, or the road surface adhesion level is lower than the preset adhesion threshold, then the cooperative control mode is activated.

[0052] In step S130, a dual triggering mechanism is established to ensure the timely activation and accurate intervention of the cooperative control mode. The system uses whether the drive wheel slip rate exceeds a preset trigger threshold as a direct slip criterion, and at the same time, uses whether the road surface adhesion level is lower than a preset adhesion threshold as a potential risk prediction criterion. If either of these conditions is met, the cooperative control mode is activated.

[0053] This design can respond quickly when the wheels have already slipped significantly, and can also enter a prepared state in advance when the road conditions are already extremely bad but there is no significant slippage. It realizes a strategy upgrade from passive response to active prevention, effectively shortens the response delay of the control system, and ensures the driving safety and power continuity of the vehicle under complex working conditions.

[0054] In some embodiments of this application, step S200 involves calculating the target vertical force required to be output by the active actuator of the corresponding wheel based on the position information of the slipping wheel and the road surface adhesion level, specifically including the following steps.

[0055] Step S210: When it is determined that the entire area is a uniform low-adhesion road surface and the wheels on the same axle are slipping synchronously, the active actuator corresponding to the slipping axle is controlled to output the main force that presses downward synchronously, according to the vehicle drive mode.

[0056] In step S210, a precise anti-skid intervention strategy is provided for the extreme condition of uniformly low-traction road surfaces. When the system detects that the vehicle is in an environment with extremely low overall adhesion, such as ice or compacted snow, and the wheels on the same axle slip simultaneously, it means that the tire grip of the entire drive axle is approaching its limit. At this time, the system, based on the vehicle's specific drive type (such as front-wheel drive, rear-wheel drive, or four-wheel drive), precisely locates and controls the active actuator corresponding to the slipping axle to synchronously output downward pressing force.

[0057] This step breaks away from the limitations of traditional anti-skid systems that rely solely on torque reduction. By directly increasing the vertical load on the entire drive shaft, it fundamentally increases the adhesion limit of the tires on that shaft, thereby ensuring the basic driving stability of the vehicle while maximizing the vehicle's ability to get out of trouble and accelerate.

[0058] In step S220, when it is determined that there is partial slippage on one side of the wheel, the active actuator corresponding to the slipping wheel is output with downward pressing force, and the output force of the active actuator corresponding to the opposite wheel is proportionally reduced according to the slip rate of the slipping wheel in order to maintain the vehicle body posture balance.

[0059] Step S220 addresses the issue of vehicle body imbalance caused by uneven force distribution when one wheel slips partially. In actual driving, if only one wheel gets stuck in mud or runs over icy patches and slips, the system applies downward pressure to the active actuator of the slipping wheel to restore its traction. However, simply adding load to one side can easily cause severe lateral roll of the vehicle and even affect handling stability.

[0060] Therefore, this step innovatively introduces a dynamic balancing mechanism, which proportionally reduces the output force of the active actuator on the opposite side wheel based on the slip rate of the slipping wheel. This linkage distribution logic of increasing load on the slipping side and reducing load on the non-slipping side not only effectively suppresses excessive slippage of one wheel, but also cleverly offsets the additional roll moment caused by increasing load on one side, enabling the vehicle to maintain a stable body posture and excellent handling performance while obtaining stronger traction.

[0061] In some embodiments of this application, step S300 involves adjusting the vehicle's drive torque according to the severity of the slip ratio, specifically including employing a three-level progressive cooperative control strategy: (1) Level 1 coordination: When the slip ratio is in the first preset range, the vertical load is increased by the active suspension to suppress the slip ratio, without limiting the driving torque, so as to maximize the vehicle's acceleration capability and escape potential.

[0062] Specifically, when the slip ratio is in the first preset range, the system only relies on the active suspension to increase the vertical load to suppress slippage. At this time, the driving torque is not restricted at all, which gives full play to the physical adhesion effect of the active suspension under slight slippage conditions and avoids the decline in driving experience caused by the premature intervention of the traditional anti-slip system to reduce torque.

[0063] (2) Secondary coordination: When the slip ratio is in the second preset range, the active suspension load is maintained and matched with a low gradient torque growth limit to prevent secondary slippage caused by transient response lag during tire grip recovery.

[0064] Specifically, when the slip ratio rises to the second preset range, the system introduces a low-gradient torque growth limit while maintaining the active suspension load increase, so as to control the growth rate of power output in a gentle way and achieve a smooth transition between the load increase effect and power recovery.

[0065] (3) Three-level coordination: When the slip ratio is in the third preset range, the maximum compliant load is maintained, and the high gradient torque limit is used to prevent instability and ensure the absolute driving safety of the vehicle under extreme conditions.

[0066] Specifically, when the slip ratio reaches the severe slip state of the third preset range, the system will maintain the load of the active suspension at the maximum value that is safe and compliant, and at the same time, with the high gradient torque limiting strategy, it will quickly and significantly constrain the drive torque to prevent the vehicle from losing control or becoming unstable.

[0067] In summary, the three-level progressive collaborative control mechanism constructed in step S300 completely breaks away from the binary intervention logic of traditional anti-slip control. It cleverly combines the physical load-increasing advantages of the active suspension with the flexible torque adjustment capability of the motor, enabling the system to gradually increase the intervention intensity as the degree of slippage deepens, like a stepped ladder, ultimately achieving deep synergy between the active suspension and the drive anti-slip system and maximizing overall efficiency.

[0068] In some embodiments of this application, before controlling the active actuator to output the target vertical force in step S300, the following steps are also included.

[0069] Step S310: Real-time monitoring of suspension travel, vehicle attitude angle, and actuator temperature parameters.

[0070] In step S310, a real-time state perception network for the vehicle chassis actuator system is constructed. By monitoring suspension travel, vehicle attitude angle, and actuator temperature parameters in real time, the system can comprehensively grasp the current physical working boundaries and thermal load status of the active suspension.

[0071] This step ensures that the control system can fully understand the real-time health status and mechanical limits of the actuators before issuing the load increase command, preventing suspension breakdown, excessive body tilt, or motor overheating damage caused by blindly outputting commands, and providing the necessary hardware status data support for subsequent precise control.

[0072] Step S320: Determine whether the parameters exceed the preset safety envelope.

[0073] In step S320, a strict system safety boundary verification mechanism is established. The system compares the real-time parameters collected in step S310 with the preset safety envelope to determine whether the vertical force of the target under the current working condition will exceed the mechanical or thermal management limits of the vehicle chassis.

[0074] This step is equivalent to setting up a security firewall before the control command is issued. It can effectively identify extreme situations that may lead to loss of vehicle control or hardware failure, and ensure that the collaborative control strategy is always carried out within the physical load-bearing capacity and safe operating range of the vehicle chassis system.

[0075] If step S330 does not exceed the limit, then the target vertical force is allowed to be output.

[0076] In step S330, the system grants permission to execute instructions after confirming safety, ensuring the smooth implementation of the anti-slip strategy. When it is determined that all monitored parameters have not exceeded the preset safety envelope, the system allows the active actuator to output the calculated target vertical force.

[0077] This step marks the vehicle's entry into a highly efficient collaborative control state, utilizing the physical load-increasing characteristics of the active suspension to enhance tire grip, thereby resolving the drive wheel slippage problem without sacrificing too much power, and achieving optimal control of the vehicle's dynamic performance.

[0078] In step S340, if the target vertical force is exceeded, the target vertical force is corrected or the active power output is cut off, and the system switches to the traditional drive anti-slip control mode.

[0079] In step S340, a fault-oriented safety protection and redundant control strategy for extreme operating conditions is provided. When the monitored parameters exceed the safety envelope, the system will immediately correct and reduce the target vertical force, or directly cut off the active power output and decisively switch to the traditional drive anti-slip control mode.

[0080] This step ensures that when the active suspension system reaches its physical limits or malfunctions, the vehicle can still maintain basic driving stability by relying on mature traditional braking or torque reduction methods, preventing more serious vehicle accidents or hardware damage caused by forcibly executing load increase commands, and greatly improving the robustness and reliability of the system.

[0081] In some embodiments of this application, step S320 specifically includes the following constraints: (1) Suspension travel limit constraint, which avoids mechanical impact by limiting the extension and retraction of the shock absorber, and protects the mechanical structure of the vehicle chassis from destructive impact.

[0082] Specifically, when the active suspension outputs downward clamping force to suppress wheel slippage, the suspension system is significantly compressed. Without effective travel limitation, this can easily lead to the shock absorber piston striking the end cap or the control arm making hard contact with the chassis. By strictly limiting the extension and retraction of the shock absorber, this constraint can prevent serious mechanical failures such as damage to internal valves, cracked seals, and bending of the aluminum alloy control arm, ensuring the physical integrity of the chassis hardware under extreme anti-skid conditions.

[0083] (2) Vehicle posture safety envelope constraint, which limits the pitch angle and roll angle of the whole vehicle to within the range of comfort and stability, taking into account both the driving stability of the vehicle and the riding comfort of the passengers.

[0084] Specifically, when the system applies a large downward clamping force to one side or a portion of the wheels, it inevitably alters the overall vehicle's force balance, potentially causing severe pitching or rolling. Limiting the vehicle's pitch and roll angles within the limits of comfort and stability effectively prevents loss of vehicle posture or imbalanced tire grip distribution caused by excessive load, thus maintaining stable dynamic response and ensuring the experience and safety of passengers while ensuring anti-skid performance.

[0085] (3) Actuator force and heat constraint, limiting the rated upper limit of continuous output force, short-term overload ratio and overload duration, automatic derating output under high temperature conditions, ensuring the electrical performance and service life of core actuators.

[0086] Specifically, active actuators generate a large amount of heat when continuously outputting active force. If the temperature is too high, it can cause the insulation layer of the motor windings to degrade or even short-circuit and fail. By setting the rated upper limit of continuous output force, short-term overload ratio, and overload duration, and automatically derated the output under high-temperature conditions, this constraint can accurately manage the thermal load state of the actuator, prevent the equipment from burning out due to thermal overload, and ensure that the active suspension system maintains reliable working performance during long-term, high-intensity anti-slip intervention.

[0087] In some embodiments of this application, the method further includes step S400, which executes a fault tolerance and security degradation strategy, specifically including the following steps.

[0088] Step S410: When a single actuator fails, the fault circuit is cut off and the system switches to passive damping mode to control the remaining healthy actuators to adaptively compensate for load distribution.

[0089] In step S410, the system ensures that the vehicle can maintain basic cooperative anti-skid functions even when some hardware is damaged. When the system detects a failure in a single actuator, it immediately disconnects the fault circuit and switches to passive damping mode to prevent damaged components from interfering with the vehicle's dynamic response or causing safety hazards.

[0090] Based on this, the system controls the remaining healthy actuators to adaptively compensate for load distribution, and intelligently recalculates and adjusts the response of the normal actuators to make up for the loss of control force caused by the failed units. This strategy makes full use of the system's redundancy, preserving the core advantages of active suspension's load-enhancing anti-slip design to the greatest extent possible while ensuring driving safety.

[0091] Step S420: When dual actuators or more fail or core sensor signals are lost, the active suspension active force output is immediately terminated, a switching command is issued, and the whole vehicle seamlessly switches to traditional TCS independent anti-slip control.

[0092] Step S420 provides the highest level of safety fallback mechanism to prevent the vehicle from falling into an uncontrollable and dangerous state. When a dual actuator or more serious failure occurs, or when the loss of core sensor signals causes the system to lose its ability to accurately perceive the vehicle's state, continuing to forcibly output active force can easily lead to serious loss of attitude control.

[0093] Therefore, the system immediately terminates all active suspension power output and issues a switching command to seamlessly switch the vehicle to the traditional traction control system's independent anti-slip control mode. This step ensures that even under extreme hardware failure, the vehicle can still maintain basic driving stability using mature and reliable traditional braking torque reduction methods, achieving absolute safety assurance in the event of system failure.

[0094] In some embodiments of this application, reference is made to Figure 2 The process begins with system initialization, followed by the acquisition of multi-source signals such as wheel speed, torque, and attitude, and the calculation of drive wheel slip ratio and tire road surface adhesion level. If no slippage is detected (slip ratio ≤ 12%), conventional suspension control is executed. If slippage is detected (slip ratio > 12%), multi-parameter fusion target vertical force calculation is initiated. After boundary verification of constraints such as travel, attitude, and temperature, if the verification fails, the target vertical force needs to be adjusted and re-verified. If the verification passes, a three-level collaborative control strategy is matched according to the slip ratio, and vertical active force and drive torque are adjusted (if necessary). During the process, the system status is monitored in real time. If a fault occurs, fault degradation processing and TCS takeover are triggered. When there is no fault, the slip ratio is continuously monitored. After the slip ratio recovers, the anti-slip collaboration is exited and conventional control is returned to.

[0095] Secondly, refer to Figure 3 This application provides a coordinated control system for active suspension and drive anti-skid, including: a signal acquisition module, a decision calculation module, and an actuator drive module.

[0096] In some embodiments of this application, a signal acquisition module is used to obtain vehicle driving status information. This module is responsible for acquiring vehicle driving status information in real time, including key data such as wheel speed, acceleration, torque, and suspension status. It provides comprehensive and accurate underlying data support for subsequent decision-making calculations, ensuring that the system can grasp the vehicle's current dynamic behavior and road environment characteristics in real time, which is a prerequisite and guarantee for achieving precise collaborative control.

[0097] In some embodiments of this application, the decision calculation module is configured to execute the aforementioned coordinated control method of active suspension and drive anti-skid to calculate the target vertical force and generate control commands.

[0098] This module is configured to execute the aforementioned active suspension and drive anti-slip coordinated control method. Based on data provided by the signal acquisition module, it deeply analyzes road adhesion conditions and wheel slippage, then calculates the target vertical force required to suppress slippage and generates corresponding control commands. It determines which control strategy the vehicle should adopt under different operating conditions, realizing the intelligent transformation from perception data to control logic, which is key to improving vehicle driving performance and safety.

[0099] In some embodiments of this application, the actuator drive module is used to respond to control commands and drive the active actuator to accurately output vertical active force. This module is used to respond to control commands issued by the decision calculation module and drive the active actuator to accurately output vertical active force. It converts digital signals into mechanical actions, directly applying a vertical load to the wheel to improve tire adhesion. It is the final execution link for the implementation of the collaborative control strategy and directly determines the response speed and execution accuracy of the anti-skid control.

[0100] In some embodiments of this application, the signal acquisition module in the above system includes a slip detection and road surface recognition unit; the decision calculation module includes a target vertical force calculation unit, a constraint boundary protection unit, a slip rate graded collaborative arbitration unit, and a fault tolerance and safety degradation unit.

[0101] In some embodiments of this application, the working principle of the slip detection and road surface recognition unit is as follows.

[0102] First, multi-source signals such as wheel speed, longitudinal acceleration, drive torque, suspension vibration, and vehicle posture are collected in real time, and the slip rate of each drive wheel is calculated in real time. ;in, Represents slip ratio, which is a percentage value that measures the degree of wheel slippage and is used to quantify the proportion of slippage of the drive wheel relative to its free rolling state; Represents the angular velocity of the driving wheels, which is the real-time rotational speed of the wheels that are currently outputting power to the vehicle (such as the two front wheels of a front-wheel drive vehicle). Represents the free wheel angular velocity (or reference wheel speed), usually referring to the non-driving wheel or the theoretical ideal wheel speed with no slippage. It is used as a benchmark reference value for calculating the slip ratio and represents the theoretical rotational speed that the vehicle should reach at the current speed.

[0103] The above formula accurately determines whether the wheel is slipping and the severity of the slippage by calculating the ratio of the difference between the driving wheel angular velocity and the free wheel angular velocity to the driving wheel angular velocity.

[0104] Secondly, a preset basic slippage trigger threshold of 12% is used to determine the wheel slippage level in real time. At the same time, by using the suspension vibration spectrum and torque-acceleration nonlinear characteristics, the system automatically identifies road surface types such as hard ice, compacted snow, soft mud, and mixed adhesion, providing a calibration basis for differentiated force value control.

[0105] In some embodiments of this application, the target vertical force calculation unit is used to receive signals of slippage position, slip ratio level, vehicle drive type, and road surface type in real time, and accurately calculate the target vertical output force of each active actuator. The core control strategy includes the following: (1) Coaxial wheels on a uniform low-adhesion road surface slip synchronously: Directly output downward pressing force to the active damper corresponding to the slipping drive wheel, and actively increase the vertical load of the tire grounding; (2) Differentiated slippage of multiple wheels in four-wheel drive vehicles: The load is distributed according to the positive correlation of slip ratio. The more severe the slippage, the greater the downward active force output of the corresponding wheel. (3) Localized wheel slippage on one side: Prioritize directional load increase on the slipping wheel, and simultaneously balance the load on the opposite wheel to avoid unbalanced attitude of the vehicle body on one side. This solution differs from the existing indirect center of gravity offset adjustment by adopting a direct wheel pressurization mode, which does not require adhesion difference, has a faster response, and a more direct effect.

[0106] In some embodiments of this application, the constraint boundary protection unit is used to set full-dimensional hard constraint conditions and lock the active force control safety boundary. The working principle is as follows.

[0107] (1) Suspension travel limit constraint: Limit the extension and retraction of the shock absorber to avoid mechanical impact caused by extreme compression / tension.

[0108] (2) Vehicle posture safety envelope constraint: the pitch angle of the whole vehicle is ≤±3° and the roll angle is ≤±5° ​​to ensure driving comfort and driving stability.

[0109] (3) Actuator force and heat constraint: Limit the rated upper limit of continuous output force, short-term overload ratio and overload duration, and automatically reduce the rating to prevent overheating in high-temperature conditions.

[0110] In some embodiments of this application, the slip ratio graded collaborative arbitration unit employs a three-level progressive control logic, aiming to balance vehicle power and driving safety. The specific control strategy is divided according to different slip ratio ranges: When the slip ratio is in the first level range, that is At this time, the system executes a suspension-only downward load adjustment strategy. During this phase, the control system fully preserves drive torque, does not impose any power limitations, and prioritizes maintaining traction by increasing vertical load.

[0111] When the slip ratio enters the second-order range, that is... At this time, the system adopts continuous suspension load increase measures and matches them with low-gradient torque increase limits. This strategy aims to prevent the slippage situation from worsening by using gentle torque management methods as a safety net.

[0112] When the slip ratio exceeds the third threshold, i.e. At this time, the system will maintain the maximum compliant load on the suspension and coordinate with high-gradient torque limiting. This strategy is mainly used to deal with extreme conditions to prevent vehicle instability and ensure driving safety in extreme situations.

[0113] In some embodiments of this application, the fault-tolerant and security degradation unit operates as follows.

[0114] (1) Single actuator failure: disconnect the fault circuit, switch to passive damping mode, the remaining healthy actuators adaptively compensate for load distribution, and the instrument pop-up window indicates that the suspension performance is limited. (2) Failure of dual actuators or above, loss of core sensor signals: immediately terminate all active suspension power output, the coordination module issues a switching command, and the whole vehicle seamlessly switches to traditional TCS independent anti-skid control to ensure basic driving safety.

[0115] In some embodiments of this application, the actuator drive module is adapted to various mass-produced active suspension actuators, including: hydraulic active actuators, electromagnetic linear motor active dampers, and electronically controlled variable stiffness suspension assemblies; it achieves precise output of active force through force closed-loop control to meet the requirements for rapid response to transient slippage.

[0116] In some embodiments of this application, taking the scenario of a front-wheel-drive vehicle starting at an icy intersection as an example, the front-wheel-drive passenger vehicle is equipped with four independent hydraulic active shock absorbers, each actuator having bidirectional active force output capability. When the vehicle starts on a fully compacted snow surface, the drive wheels momentarily spin freely, and the slip rate reaches 10%, triggering slippage detection. The constraint boundary module verifies that the suspension travel, vehicle posture, and actuator status are all within safe ranges. The target vertical force calculation module controls the left and right front active shock absorbers to synchronously output downward active force, pressing against the front drive wheels and increasing the vertical ground load on the front wheels. Since the current slip rate is in the first-level range, the system only performs suspension load adjustment and does not limit engine drive torque. The pitch angle is controlled within a reasonable range throughout the entire process, the power output is continuous without jerking, the vehicle accelerates smoothly, and there is no obvious slippage.

[0117] In some embodiments of this application, taking the scenario of a rear-wheel drive vehicle starting on an icy or snowy slope as an example, the rear-wheel drive vehicle is equipped with an electromagnetic active damper. When parked on an 8% longitudinal icy or snowy slope, the road surface adhesion coefficient is low. During the starting phase, the rear wheels spin rapidly, and the slip rate exceeds 25%, entering the third-level control range. The system controls the active dampers on both sides of the rear axle to output downward pressing force, directionally increasing the vertical load on the rear wheels and improving the rear wheel grip limit. The collaborative arbitration module limits the drive torque output while maintaining the maximum compliant load increase of the suspension to avoid the deterioration of slippage. The vehicle posture and suspension travel are controlled throughout the process, and the vehicle finally completes the slope start smoothly, eliminating the problem of continuous rear wheel spin and getting stuck on the slope.

[0118] In some embodiments of this application, the hardware implementation of the active suspension and drive anti-slip coordinated control system can also employ an air spring pressure adaptive adjustment scheme. This embodiment relies on the vehicle's existing air suspension system, adjusting the air pressure of the airbag on the slipping wheel side by rapidly inflating and deflating the air spring, thereby indirectly increasing the wheel's ground load. Although this scheme has the advantage of requiring minimal modification to existing hardware, its response speed is relatively slow and its adjustment accuracy is low, which may not be fully adaptable to transient slippage conditions. Therefore, it can be used as an alternative or supplementary implementation of the system described in this application under specific configurations.

[0119] In some embodiments of this application, considering the balance between cost and performance, the aforementioned cooperative control system can also be implemented using a semi-active suspension cooperative assistance scheme. This embodiment is based on adjustable damping shock absorbers or magnetorheological shock absorbers, which dynamically adjust the damping force to help suppress wheel bounce and slippage. Although this scheme has the significant advantage of lower cost, its effect on improving grip is relatively limited because it inherently lacks active power output capability. Therefore, it is suitable for vehicle configurations that are cost-sensitive and have slightly lower requirements for extreme anti-skid performance.

[0120] Furthermore, embodiments of this application provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the aforementioned coordinated control method for active suspension and drive anti-slip.

[0121] Furthermore, this application provides a vehicle equipped with a coordinated control system for active suspension and drive anti-slip as described above, and the vehicle is equipped with an active suspension system capable of independently outputting vertical active force in response to electrical signals. The active suspension system includes a hydraulic, electromagnetic, or electronically controlled variable stiffness active actuator.

[0122] In summary, the active suspension and drive anti-skid coordinated control method and related equipment provided in this application have the following technical effects.

[0123] First, this invention breaks the industry's technical prejudice that the suspension must be forced to retreat when the traction control system intervenes, and constructs a brand-new control architecture that deeply coordinates active suspension and drive anti-slip. By abandoning the traditional passive avoidance logic, this invention expands the functional boundaries of active suspension, enabling it to actively participate in vehicle anti-slip control. This not only aligns with the development trend of integrated centralized control in the chassis domain, but also achieves an innovative breakthrough in cross-domain collaboration.

[0124] Secondly, this invention maximizes the preservation of power during the anti-skid process, significantly improving the vehicle's ability to traverse low-traction surfaces. Based on the core strategy of "actively applying downward pressure directly to the slipping wheel," the system can increase the traction limit by increasing the vertical load on the tires when slight slippage is detected, without limiting engine torque output. This mechanism completely solves the problem of "torque reduction due to slippage" in traditional solutions, greatly improving the driving experience when starting on ice and snow, accelerating on slopes, and driving on muddy roads.

[0125] Furthermore, this invention possesses strong versatility, covering all types of low-adhesion road conditions. This technical solution does not rely on the difference in adhesion coefficients between the left and right sides of the road surface, nor is it limited to specific split-road conditions. Instead, it is widely adaptable to various high-frequency daily driving scenarios, including icy conditions, snow accumulation, slippery rain, sandy terrain, and muddy conditions, greatly expanding the system's applicability.

[0126] Furthermore, this invention effectively reduces the load on the braking system, helping to extend the service life of chassis components. Under most mild slip conditions, the system can independently suppress slippage through load regulation of the active suspension, thereby significantly reducing the frequency and pressure of hydraulic braking intervention in the traction control system. This not only reduces the risk of brake fade and abnormal wear but also improves the overall vehicle durability and reliability.

[0127] Finally, this invention integrates multiple safety constraint mechanisms, making it highly practical for engineering applications. The system incorporates multi-dimensional boundary constraints covering suspension travel, vehicle attitude, and actuator force and heat, coupled with hierarchical fault degradation logic, effectively preventing issues such as attitude overshooting, structural impact, or component overload that may arise from active power control. This integrated hardware and software safety design ensures that the system can be directly installed in existing active suspension vehicles for mass production applications, meeting stringent functional safety requirements.

[0128] It should be noted that in all specific embodiments of this application, when processing data related to user identity or characteristics, such as user information, user behavior data, user historical data, and user location information, user permission or consent is obtained first. Furthermore, the collection, use, and processing of this data comply with relevant laws, regulations, and standards of the relevant countries and regions. In addition, when embodiments of this application require access to sensitive personal information of users, separate permission or consent from the user is obtained through pop-ups or redirects to confirmation pages. Only after obtaining the user's separate permission or consent is the necessary user-related data for the proper functioning of the embodiments of this application obtained.

[0129] In some alternative embodiments, the functions / operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams. For example, depending on the functions / operations involved, two consecutively shown blocks may actually be executed substantially simultaneously, or the blocks may sometimes be executed in reverse order. Furthermore, the embodiments presented and described in the flowcharts of this application are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is changed and sub-operations described as part of a larger operation are executed independently.

[0130] Furthermore, although this application is described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding this application. Rather, given the properties, functions, and internal relationships of the various functional modules in the apparatus disclosed herein, the actual implementation of the module will be understood within the scope of ordinary skill of an engineer. Therefore, those skilled in the art can implement the application set forth in the claims using ordinary skill. It is also understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of this application, which is determined by the full scope of the appended claims and their equivalents.

[0131] If a function 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, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several programs to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0132] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequential list of executable programs for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, a program execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can retrieve and execute a program from or in conjunction with such a program execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can mean any means that can contain, store, communicate, propagate, or transmit a program for use by or in conjunction with a program execution system, apparatus, or device.

[0133] More specific examples (a non-exhaustive list) of computer-readable media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or, if necessary, processing in a suitable manner, and then stored in computer memory.

[0134] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable program execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0135] In the foregoing description of this specification, the reference to terms such as "one embodiment / implementation," "another embodiment / implementation," or "certain embodiments / implementations," etc., indicates that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in an embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0136] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

[0137] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of the present invention.

Claims

1. A method for coordinated control of active suspension and drive anti-slip, characterized in that, include: The vehicle's driving status information is acquired, the slip ratio of the drive wheels is calculated based on the driving status information, and the cooperative control mode is activated based on the slip ratio determination result. Based on the position information of the slipping wheel and the road surface adhesion level, the target vertical force required to be output by the active actuator of the corresponding wheel is calculated, wherein the target vertical force is the downward pressing force that increases the ground pressure of the slipping wheel. The active actuator is controlled to output the target vertical force to increase the vertical load and adhesion limit of the slipping wheel, while the driving torque of the vehicle is matched and adjusted according to the severity of the slip rate.

2. The coordinated control method for active suspension and drive anti-slip according to claim 1, characterized in that, The process of acquiring vehicle driving status information, calculating the slip ratio of the drive wheels based on the driving status information, and activating the cooperative control mode based on the slip ratio determination result specifically includes: Collect wheel speed, longitudinal acceleration, drive torque, and suspension vibration signals of all four wheels; By analyzing the suspension vibration spectrum characteristics and the nonlinear characteristics of torque-acceleration, the current road surface type is identified, and the road surface adhesion level is determined. If the drive wheel slip rate is detected to exceed a preset trigger threshold, or the road surface adhesion level is lower than a preset adhesion threshold, then the cooperative control mode is activated.

3. The coordinated control method for active suspension and drive anti-slip according to claim 1, characterized in that, The calculation of the target vertical force required by the active actuator of the corresponding wheel based on the position information of the slipping wheel and the road surface adhesion level specifically includes: When the entire surface is determined to be a uniform low-adhesion road surface and the wheels on the same axle slip synchronously, the active actuator corresponding to the slipping axle is controlled to output the main force that presses downward synchronously, according to the vehicle drive mode. When it is determined that there is partial slippage on one side of the wheel, the active actuator corresponding to the slipping wheel is output with downward pressing force, and the output force of the active actuator corresponding to the opposite wheel is proportionally reduced according to the slip rate of the slipping wheel in order to maintain the vehicle body posture balance.

4. The coordinated control method for active suspension and drive anti-slip according to claim 1, characterized in that, The method of adjusting the vehicle's drive torque according to the severity of the slip ratio specifically includes employing a three-level progressive cooperative control strategy: Level 1 coordination: When the slip ratio is within the first preset range, it is suppressed only by increasing the vertical load through the active suspension, without limiting the drive torque; Secondary coordination: When the slip ratio is in the second preset range, maintain the active suspension load increase and match the low gradient torque increase limit; Three-level coordination: When the slip ratio is in the third preset range, maintain the maximum compliant load increase and cooperate with the high gradient torque limit to prevent instability.

5. The coordinated control method for active suspension and drive anti-slip according to claim 1, characterized in that, Before controlling the active actuator to output the target vertical force, the method further includes: Real-time monitoring of suspension travel, vehicle attitude angle, and actuator temperature parameters; Determine whether the parameter exceeds the preset safety envelope; If the target vertical force is not exceeded, then the output is allowed; If the target vertical force is exceeded, the target vertical force will be corrected or the main force output will be cut off, switching to the traditional drive anti-slip control mode.

6. The coordinated control method for active suspension and drive anti-slip according to claim 5, characterized in that, The security envelope specifically includes: Suspension travel limit constraints are used to prevent mechanical impacts by limiting the extension and retraction of the shock absorbers; The vehicle body posture safety envelope constraint limits the vehicle's pitch and roll angles to within the allowable range of comfort and stability. Actuator force and heat constraint limits the rated upper limit of continuous output force, short-term overload ratio and overload duration, and automatically derating output under high temperature conditions.

7. The coordinated control method for active suspension and drive anti-slip according to claim 1, characterized in that, It also includes fault tolerance and security degradation strategies: When a single actuator fails, the fault circuit is cut off and the passive damping mode is switched to control the remaining healthy actuators to adaptively compensate for load distribution. When two or more actuators fail or the core sensor signal is lost, the active suspension power output is immediately terminated, a switching command is issued, and the whole vehicle seamlessly switches to traditional TCS independent anti-slip control.

8. A coordinated control system for active suspension and drive anti-slip, characterized in that, include: Signal acquisition module, decision calculation module, and actuator drive module; The signal acquisition module is used to acquire the vehicle's driving status information; The decision calculation module is configured to execute the coordinated control method of active suspension and drive anti-skid as described in any one of claims 1 to 7, in order to calculate the target vertical force and generate control commands; The actuator drive module is used to respond to the control command and drive the active actuator to accurately output vertical active force.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the coordinated control method of active suspension and drive anti-slip as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle is equipped with a coordinated control system for active suspension and drive anti-slip as described in claim 8, and the vehicle is configured with an active suspension system capable of independently outputting vertical active force in response to electrical signals. The active suspension system includes a hydraulic, electromagnetic, or electronically controlled variable stiffness active actuator.

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