A body posture coordinated adjustment suspension control method and system suitable for battery pack weight

Abstract

The application provides a body posture coordinated adjustment suspension control method and system suitable for battery pack weight, the method comprises the following steps: obtaining the mass information of the battery pack, calculating the mass change of the battery pack based on the mass information; according to the vehicle driving state signal and the mass change of the battery pack, calculating the target pitch angle of the body, the target roll angle of the body and the target height of the body containing the battery load compensation term; obtaining the actual posture of the body, calculating the pitch error and the roll error between the target pitch angle of the body and the target roll angle of the body, and calculating the total pitch control output and the total roll control output based on the pitch error and the roll error respectively; distributing the total pitch control output and the total roll control output to the corresponding suspension of the vehicle to generate the corresponding suspension force, and adjusting the suspension stiffness or damping. The method fundamentally solves the suspension system control mismatch problem of the pure electric vehicle caused by the dynamic change of the battery pack quality through a closed loop control process.

Description

Technical Field

[0001] This invention relates to the field of autonomous driving technology, and specifically to a suspension control method and system for vehicle body posture cooperative adjustment adapted to the weight of the battery pack. Background Technology

[0002] As the global automotive industry deepens its transition to electrification, pure electric vehicles have become one of the mainstream development directions. Compared to traditional gasoline vehicles, the core structure of the powertrain system of pure electric vehicles has undergone fundamental changes, most notably the inclusion of a massive battery pack. This battery pack typically weighs 400 to 800 kilograms, accounting for more than 30% of the vehicle's curb weight, making it the largest single mass unit in the vehicle. However, the mass of this critical component is not constant. In actual use, factors such as the battery pack's state of charge (SOC), operating temperature, long-term aging and degradation, battery swapping operations, and the weight of passengers and luggage all cause continuous and dynamic changes in its equivalent mass and center of gravity. The existence of this large-scale, variable mass and its dynamic characteristics pose a severe challenge to the vehicle, especially to the suspension system, which determines ride comfort and handling stability.

[0003] Currently, mainstream vehicle suspension control systems, whether traditional passive suspensions or semi-active or active suspensions with some adjustment capabilities, are largely based on a preset, fixed vehicle parameter model (such as fixed sprung mass, moment of inertia, and center of gravity position). This control logic may be effective when dealing with the relatively stable mass distribution of traditional gasoline vehicles, but it falls short when handling the significant and dynamic changes in mass / center of gravity brought about by the battery pack of pure electric vehicles, mainly causing the following three prominent problems: First, it leads to a persistent deviation in the static vehicle body posture. Because the control algorithm fails to detect real-time weight changes in the battery pack, the system cannot compensate for minor changes in battery pack volume and mass due to battery SOC variations, temperature-induced changes, or performance degradation caused by long-term aging when the vehicle is stationary or at low speeds. As a result, when the vehicle is parked or driving smoothly, the body is prone to unexpected pitching and rolling, resulting in overall height imbalance. This not only affects aesthetics but also compromises the chassis geometry, indirectly impacting energy consumption and component lifespan.

[0004] Secondly, it causes a significant deterioration in the dynamic vehicle body posture. During vehicle operation, fixed suspension parameters cannot adapt to changes in the vehicle's inertia and center of gravity. Specifically, during acceleration and braking, the massive mass of the battery pack amplifies the vehicle's "nodding" and "lifting" effects. Under the same longitudinal acceleration request, the pitch angle of the vehicle differs greatly between fully loaded and unloaded states, and traditional fixed-parameter suspension damping and stiffness cannot simultaneously accommodate these differences, resulting in strong impact sensations or slow posture recovery. During cornering, the dynamically changing center of gravity height and lateral load transfer characteristics make it difficult to predict and control the body roll amplitude, leading to a mismatch in roll gain and affecting handling confidence and ride comfort. On bumpy roads, changes in mass and frequency characteristics can easily trigger resonance in the suspension system, exacerbating the vertical bump sensation.

[0005] Finally, this exacerbates the inherent conflict between ride comfort and vehicle handling. Engineers often have to make trade-offs between "soft" and "stiff" when calibrating traditional suspensions. To suppress body roll that may be exacerbated by the weight of the battery, stiffer springs and dampers are preferred, but this directly sacrifices ride comfort, making it easier for small vibrations to be transmitted into the cabin. Conversely, if a softer setting is used in pursuit of comfort, the vehicle's posture is more prone to instability under dynamic conditions, and handling response becomes sluggish and unpredictable. This contradiction is further amplified by the dynamic changes in the battery pack's weight, making it difficult to achieve a balance under all load conditions with a single, fixed suspension characteristic setting. Summary of the Invention

[0006] The purpose of this invention is to provide a suspension control method and system for vehicle body posture coordinated adjustment that adapts to the weight of the battery pack. It aims to solve the technical problem that traditional suspension control algorithms using fixed parameters cannot adapt to the real-time mass and center of gravity changes of pure electric vehicle battery packs caused by factors such as SOC, temperature, and aging, resulting in static and dynamic posture imbalance of the vehicle body and failing to balance comfort and handling.

[0007] The technical solution of the present invention to solve the above-mentioned technical problems is as follows: In a first aspect, the present invention provides a vehicle posture cooperative adjustment suspension control method adapted to the weight of a battery pack, comprising the following steps: S1. Obtain the current mass information of the battery pack, and calculate the mass change of the battery pack based on the mass information; S2. Based on the vehicle driving status signal and the mass change of the battery pack, calculate the vehicle target pitch angle, vehicle target roll angle and vehicle target height, including the battery load compensation item. S3. Obtain the actual attitude of the vehicle body, calculate the pitch error and roll error between the vehicle body target pitch angle and the vehicle body target roll angle, and calculate the total pitch control output and total roll control output based on the pitch error and the roll error respectively. S4. Distribute the total pitch control output and the total roll control output to the corresponding suspension of the vehicle to generate corresponding suspension forces, and adjust the suspension stiffness or damping at the same time.

[0008] Based on the above scheme, step S1 further includes: Obtain the current mass of the battery pack through the battery management system; The difference between the current mass and a reference mass is calculated to obtain the change in the mass of the battery pack.

[0009] Furthermore, the formula for calculating the load correction factor used to correct the vehicle load based on the mass change is as follows: ; in, This refers to the current mass of the battery pack. As a benchmark quality, This represents the change in mass.

[0010] Furthermore, in step S2, the calculation of the vehicle target pitch angle, vehicle target roll angle, and vehicle target height, which include battery load compensation terms, specifically includes: The formula for calculating the vehicle body target pitch angle is: ,in, The longitudinal acceleration pitch gain coefficient is... For the longitudinal acceleration of the vehicle, This is the battery weight pitch compensation coefficient. This refers to the change in mass. The formula for calculating the target roll angle of the vehicle body is: ,in, This is the roll gain coefficient for the steering angle. For steering wheel angle, This is the lateral acceleration roll gain coefficient. This refers to the vehicle's lateral acceleration. The formula for calculating the target height of the vehicle body is: ,in, This is the standard unloaded vehicle height. This is the height load compensation coefficient.

[0011] Furthermore, in step S3, the calculation of the total pitch control output and the total roll control output based on the error specifically includes: calculating the total control torque using a PID controller; The formula for calculating the total pitch control output is as follows: ; The formula for calculating the total roll control output is as follows:

[0012] in, For pitch angle error, The rate of change of pitch angle error. This is the actual pitch angle; For roll angle error, This represents the rate of change of the roll angle error. This is the actual roll angle. This is the proportional gain coefficient for pitch control. This represents the integral gain coefficient for pitch control. The differential gain coefficient for pitch control. This is the proportional gain coefficient for roll control. The integral gain coefficient for roll control. This is the differential gain coefficient for roll control.

[0013] Furthermore, in step S4, the distribution of the total pitch control output and the total roll control output to the corresponding suspension of the vehicle specifically includes: When the vehicle accelerates or brakes, the total pitch control output is distributed to the front and rear suspensions with opposite signs; When the vehicle is turning, the total roll control output is distributed to the left and right suspensions and stabilizer bars; The spring stiffness or damping of the four-wheel suspension is adjusted uniformly according to the change in the mass of the battery pack.

[0014] Furthermore, during vehicle acceleration or braking, the force applied by the front suspension is... The force applied by the rear suspension is When the vehicle is turning, the force applied by the outer suspension is = + The force applied by the inner suspension is = - ;in, As the reference force, For total pitch control output. This is the output for total tilt control.

[0015] Secondly, the present invention also provides a vehicle body attitude cooperative adjustment suspension control system for implementing the above method, which adapts to the weight of the battery pack, comprising: The mass change calculation module is used to obtain the current mass information of the battery pack and calculate the mass change of the battery pack based on the mass information. The target calculation module, connected to the mass change calculation module, is used to calculate the vehicle target pitch angle, vehicle target roll angle and vehicle target height, including the battery load compensation item, based on the vehicle driving state signal and the mass change of the battery pack. The closed-loop control module is connected to the target calculation module and is used to obtain the actual attitude of the vehicle body, calculate the error between it and the target pitch angle and target roll angle of the vehicle body, and calculate the total pitch control output and total roll control output based on the error through the built-in controller. The collaborative distribution module, connected to the closed-loop control module, is used to distribute the total pitch control output and the total roll control output to each suspension actuator of the vehicle to generate corresponding suspension forces and output control commands for adjusting suspension stiffness or damping.

[0016] Thirdly, the present invention also provides an electronic device, including at least one processor and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the at least one processor implements the vehicle body posture cooperative adjustment suspension control method adapted to the battery pack weight as described in the first aspect by executing the instructions stored in the memory.

[0017] Fourthly, the present invention also provides a computer-readable storage medium storing at least one instruction or at least one program, wherein the at least one instruction or at least one program is loaded and executed by a processor to implement the vehicle body attitude coordinated adjustment suspension control method adapted to the battery pack weight as described in the first aspect.

[0018] The vehicle posture cooperative adjustment suspension control method adapted to battery pack weight provided by this invention fundamentally solves the suspension system control mismatch problem caused by dynamic changes in battery pack weight in pure electric vehicles by constructing an integrated control link of "dynamic identification of battery load - real-time correction of posture target - closed-loop feedback for precise adjustment - cooperative allocation of suspension execution". Specifically, it achieves the following significant technical effects: 1. Adaptive compensation for variable battery pack loads is achieved, fundamentally improving the static and dynamic attitude of the vehicle body. By acquiring the battery pack state signal and calculating its mass change, the battery pack, a dynamic mass unit, is used as the core input for suspension control for the first time. Furthermore, when calculating the target pitch angle, roll angle, and height of the vehicle body, a battery load compensation term based on the mass change is directly introduced. This allows the control target to be adjusted in real-time and dynamically according to weight changes caused by factors such as battery SOC, temperature, and aging. Compared to traditional control strategies using fixed parameters, this method enables the suspension system to "sense" and "adapt" to changes in battery load, thereby effectively suppressing static height imbalance, pitch / roll deviations caused by changes in battery weight, and dynamic attitude deterioration during acceleration, deceleration, and cornering.

[0019] 2. A lightweight control architecture combining "feedforward compensation + feedback correction" is adopted, balancing high precision and high real-time performance. Calculating the target attitude based on mass change essentially constitutes the feedforward control loop, which can pre-compensate for the impact of battery load changes. Closed-loop calculation based on the error between the target and the actual attitude constitutes the feedback control loop, used to eliminate disturbances and errors not modeled in the feedforward approach. This combined approach improves control accuracy while avoiding the enormous computational burden of relying on complex vehicle dynamics models. The entire control flow is logically clear and hierarchically distinct, significantly reducing algorithm complexity and computational load, making it highly suitable for real-time operation on onboard controllers and facilitating parameter calibration by engineers, thus strongly ensuring the engineering feasibility of the technology.

[0020] 3. By coordinating the distribution of suspension action, a unified optimization of comfort and handling stability is achieved. This method not only calculates macroscopic control quantities but also intelligently distributes them to specific suspension actuators. Total pitch control output is distributed to the front and rear axle suspensions to suppress nose-dive / nose-up, while total roll control output is distributed to the left and right suspensions and stabilizer bars to resist body roll. Simultaneously, suspension stiffness or damping is uniformly adjusted according to battery load to maintain a reasonable posture. This multi-dimensional coordinating distribution mechanism allows the vehicle to achieve comprehensive and precise control of pitch, roll, and vertical movement through the coordinated action of the suspension system, regardless of battery load conditions. This results in excellent ride comfort and handling stability under various driving conditions, resolving the contradictions between these two aspects found in traditional suspension tuning.

[0021] 4. Excellent platform versatility and scalability. The control logic of this method does not depend on the mechanical structure of a specific vehicle model, and its required input signals and actuators are increasingly common in mainstream electric vehicle platforms. Therefore, this algorithm has good platform adaptability and portability, and can be widely applied to active or semi-active suspension systems of pure electric or hybrid vehicles equipped with corresponding sensors, showing broad market application prospects.

[0022] In summary, this invention creatively uses the real-time load of the battery pack as the control benchmark for the suspension system. Through a set of efficient closed-loop control processes, it achieves adaptive and coordinated adjustment of the vehicle body posture. Ultimately, it has achieved beneficial technical effects in terms of algorithm complexity, control accuracy, ride comfort, and engineering practicality, providing an effective technical solution for improving the dynamic performance and high-end driving experience of electric vehicles. Attached Figure Description

[0023] Figure 1 A schematic diagram of a vehicle posture cooperative adjustment suspension control method adapted to battery pack weight provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the vehicle posture cooperative adjustment suspension control system structure that adapts to the weight of the battery pack, provided in an embodiment of the present invention. Figure 3 A schematic diagram of the hardware structure of a possible electronic device provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the hardware structure of a possible computer-readable storage medium provided in an embodiment of the present invention. Detailed Implementation

[0024] The implementation methods of this solution will be described in further detail below. Obviously, the described embodiments are only a part of the embodiments of this solution, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this solution can be combined with each other.

[0025] Existing technical solutions generally suffer from a fundamental deficiency: they fail to use the real-time mass and center of gravity change information of the battery pack as core input variables for the suspension control system. There is an urgent need in the field for a suspension control method that can adaptively adjust vehicle posture in conjunction with changes in battery pack weight. Based on this, embodiments of the present invention provide a suspension control method and system for adaptively adjusting vehicle posture to battery pack weight, as described below: Example 1 This invention provides a vehicle posture cooperative adjustment suspension control method adapted to battery pack weight. It aims to change the traditional approach of longitudinal control in autonomous driving based on fixed vehicle models and parameters. Instead, it dynamically adjusts control parameters by real-time sensing of two key dynamic states of the vehicle—load state and tire pressure state—and comprehensively processing these two states to achieve better longitudinal comfort. Figure 1 As shown, it includes the following steps: Step S1: Obtain the current mass information of the battery pack, and calculate the mass change of the battery pack based on the mass information.

[0026] Specifically, it includes: Obtain the current mass of the battery pack through the battery management system; The difference between the current mass and a reference mass is calculated to obtain the change in the mass of the battery pack.

[0027] More specifically, the formula for calculating the change in battery pack mass based on the signal is as follows: ; in, This refers to the current mass of the battery pack. As a benchmark quality, This represents the change in mass.

[0028] Optionally, the formula for calculating the load correction factor used to correct the vehicle load based on the mass change is as follows: ; in, λ is the baseline coefficient, and λ is the calibration coefficient. This is the load correction factor.

[0029] For example, the mass of a vehicle in its factory condition, with the battery pack fully charged (SOC=100%) and at standard temperature, is denoted as... Calculate the current mass of the battery pack. With this benchmark quality The difference between the values ​​yields the real-time, signed change in battery pack mass, Δm. A positive Δm indicates an increase in battery pack mass, while a negative Δm indicates a decrease. Based on the calculated change in mass Δm, a load correction coefficient is calculated using a preset algorithm or mapping relationship. This coefficient is a scaling factor used by subsequent control algorithms to adjust their control force or target value. It aims to transform the physical mass change represented by Δm into correction instructions for suspension control parameters (such as target attitude, control gain, force distribution ratio, etc.). It can be used to dynamically adjust the relevant gain coefficient in subsequent step S2 (e.g.) , , The corresponding coefficients can be adjusted based on the above formula, for example, in actual... for , This causes these coefficients to vary with the load.

[0030] The aforementioned current state signal of the battery pack refers to information that reflects the current physical or energy state of the battery pack. This signal can be used directly or indirectly to evaluate or calculate the equivalent quality of the battery pack. For example, this signal may include, but is not limited to, the total charge (SOC), temperature, and state of health (SOH) of the battery pack provided by the vehicle's battery management system (BMS).

[0031] In some embodiments, the BMS can integrate a mass estimation model, enabling it to directly output an estimated current battery pack mass based on information such as electrochemical characteristics and SOC changes. Vehicle height signals are typically acquired by height sensors (such as travel sensors or height sensors) installed between the vehicle body and suspension, measuring the relative displacement or absolute height of the vehicle body and wheels at each wheel location. Changes in these signals reflect the distribution of the vehicle's load. By fusing these signals, the change in battery pack mass caused by battery charging / discharging, temperature variations, aging, or changes in vehicle load can be calculated. This change represents the increment or decrement of the battery pack's current mass relative to a reference state. Based on this mass change, a load correction coefficient is further calculated. This coefficient is a factor used to scale or correct control parameters in subsequent control steps, aiming to quantify the impact of battery pack mass changes on vehicle dynamics into an adjustable amount available to the control system.

[0032] Step S2: Based on the vehicle driving status signal and the mass change of the battery pack, calculate the vehicle target pitch angle, vehicle target roll angle, and vehicle target height, including the battery load compensation item.

[0033] The calculation of the vehicle target pitch angle, vehicle target roll angle, and vehicle target height, which include battery load compensation, in this step specifically includes: The formula for calculating the vehicle body target pitch angle is: ,in, The longitudinal acceleration pitch gain coefficient is... For the longitudinal acceleration of the vehicle, This is the battery weight pitch compensation coefficient. This refers to the change in mass. The formula for calculating the target roll angle of the vehicle body is: ,in, This is the roll gain coefficient for the steering angle. For steering wheel angle, This is the lateral acceleration roll gain coefficient. This refers to the vehicle's lateral acceleration. The formula for calculating the target height of the vehicle body is: ,in, This is the standard unloaded vehicle height. This is the height load compensation coefficient.

[0034] Specifically, the vehicle driving status signals include longitudinal and lateral acceleration collected by the Inertial Measurement Unit (IMU), and steering wheel angle collected by the steering angle sensor. The innovation of this step lies in the explicit introduction of the "mass change of the battery pack" obtained in step S1 above as a compensation variable when calculating the target attitude. This means that the final calculated "target vehicle pitch angle," "target vehicle roll angle," and "target vehicle height" are not fixed values ​​or solely determined by the motion state, but rather include active and adaptive correction terms for changes in battery pack weight. For example, when the battery pack loses mass due to discharge, the calculated target vehicle height can be adjusted accordingly to compensate for potential suspension stretching due to reduced load, thereby maintaining the designed ground clearance and attitude angle. Simultaneously, the target pitch angle can also be pre-compensated to counteract the potential impact of changes in mass distribution on the vehicle's acceleration nose-up or braking nose-down tendencies.

[0035] Step S3: Obtain the actual attitude of the vehicle body, calculate the pitch error and roll error between the vehicle body and the target pitch angle and the target roll angle, and calculate the total pitch control output and the total roll control output based on the pitch error and the roll error respectively.

[0036] Specifically, the calculation of the total pitch control output and total roll control output based on the error includes: calculating the total control torque using a PID controller; The formula for calculating the total pitch control output is as follows: ; The formula for calculating the total roll control output is as follows:

[0037] in, For pitch angle error, The rate of change of pitch angle error. This is the actual pitch angle; For roll angle error, This represents the rate of change of the roll angle error. This is the actual roll angle. This is the proportional gain coefficient for pitch control. This represents the integral gain coefficient for pitch control. The differential gain coefficient for pitch control. This is the proportional gain coefficient for roll control. The integral gain coefficient for roll control. This is the differential gain coefficient for roll control.

[0038] A closed-loop feedback control circuit for vehicle attitude was constructed using a mature, fast-responding, and robust PID control algorithm. This algorithm can calculate in real time the total control force (or torque) required to suppress vehicle pitch and roll movements based on the error between the dynamically updated target attitude (including battery load compensation) and the actual attitude. The algorithm has a simple structure and high computational efficiency, making it highly suitable for vehicle control environments with stringent real-time requirements, effectively ensuring the dynamic performance and stability of attitude control.

[0039] Specifically, the actual vehicle attitude mainly refers to the actual pitch angle and actual roll angle during vehicle operation, which are usually obtained directly by IMU measurement. The difference between the actual pitch angle and the "target pitch angle" obtained in step S2 above is calculated to obtain the pitch angle error; the difference between the actual roll angle and the "target roll angle" is calculated to obtain the roll angle error. These two error signals reflect the deviation between the current vehicle attitude and the desired attitude. Based on this error, the control algorithm calculates and outputs the "total pitch control output" and "total roll control output." These two outputs are the total adjustment amount generated by the control system to eliminate the current attitude error, which can be characterized as the generalized force or torque that needs to be applied.

[0040] Step S4: Distribute the total pitch control output and the total roll control output to the corresponding suspension of the vehicle to generate the corresponding suspension force, and adjust the suspension stiffness or damping at the same time.

[0041] Specifically, the distribution of the total pitch control output and the total roll control output to the corresponding suspension of the vehicle includes: When the vehicle accelerates or brakes, the total pitch control output is distributed to the front and rear suspensions with opposite signs; When the vehicle is turning, the total roll control output is distributed to the left and right suspensions and stabilizer bars; The spring stiffness or damping of the four-wheel suspension is adjusted uniformly according to the change in the mass of the battery pack.

[0042] More specifically, when the vehicle accelerates or brakes, the force exerted by the front suspension is The force applied by the rear suspension is When the vehicle is turning, the force applied by the outer suspension is = + The force applied by the inner suspension is = - ;in, As the reference force, For total pitch control output. This is the output for total tilt control.

[0043] For example, when the vehicle accelerates or brakes (in this condition, pitch motion is dominant), the total pitch control output will be... The front and rear suspensions are assigned opposite signs (one positive and one negative). For example, during braking, to prevent the car from pitching down (nose dive), a torque is needed to lift the front and press down the rear. In this case, the torque can be... (Assuming it is a negative value, representing the required pitching torque) The allocation is: reduce the force of the front suspension, while increasing the force of the rear suspension.

[0044] When the vehicle is turning (under this condition, roll motion is dominant), the total roll control output will be... This is allocated to the left and right suspensions and the stabilizer bar (if an active stabilizer bar is equipped). For example, when the vehicle is turning left, an anti-roll moment to the left is needed to suppress rightward body roll. In this case, [the anti-roll moment can be...] (Assuming a positive value) The allocation is as follows: increase the force of the suspension on the outer side (left side) of the curve, decrease the force of the suspension on the inner side (right side) of the curve, and at the same time control the active stabilizer bar to generate additional anti-roll torque.

[0045] Simultaneously, based on the change in battery pack mass Δm, a unified control command is generated to adjust the "spring stiffness" or "damping" of the four wheel suspensions. For example, when Δm is positive (battery pack mass increases), the air springs can be commanded to increase air pressure to improve overall stiffness, or the continuous damping control shock absorbers can be commanded to increase their damping coefficient, thereby providing sufficient support for the increased load and maintaining the vehicle's level posture; when Δm is negative, the opposite adjustment is performed.

[0046] This step is the execution and allocation phase of control commands. The macroscopic control quantities (total pitch control output, total roll control output) calculated in step S3 are analyzed and allocated to specific suspension actuators. For example, the total pitch control output needs to be appropriately allocated to the suspension actuators on the front and rear axles. By adjusting the damping force or actuation force of the front and rear suspensions respectively, torques that counteract the vehicle's pitch motion are generated. The total roll control output needs to be allocated to the left and right suspensions, as well as any possible stabilizer bar actuators, to collaboratively resist vehicle roll. Furthermore, this step also includes adjusting the overall characteristics of the suspension based on the battery pack's mass status, i.e., adjusting the suspension stiffness or damping. For example, when the battery pack mass increases, the air spring pressure (adjusting stiffness) or the damping coefficient of the variable damping shock absorber can be increased accordingly to provide sufficient support and maintain vehicle stability.

[0047] This embodiment constructs a complete control closed loop with real-time changes in battery pack mass as feedforward input and dynamic collaborative adjustment of vehicle body posture as the target. This method breaks through the limitations of traditional suspension control using fixed parameters and, for the first time, systematically integrates the change information of the battery pack, a dynamic mass unit, into the control decision. Through the process of "load identification - target correction - closed-loop feedback - collaborative allocation", the suspension system actively adapts to and compensates for changes in battery pack weight and center of gravity in real time, thereby effectively improving the static and dynamic body posture of electric vehicles under various battery load conditions and enhancing driving comfort and handling stability.

[0048] Example 2 See Figure 2 , Figure 2 A system for implementing the vehicle body attitude cooperative adjustment suspension control method for adapting to battery pack weight as described in Embodiment 1, provided by an embodiment of the present invention, the system specifically includes: The mass change calculation module is used to obtain the current mass information of the battery pack and calculate the mass change of the battery pack based on the mass information. The target calculation module, connected to the mass change calculation module, is used to calculate the vehicle target pitch angle, vehicle target roll angle and vehicle target height, including the battery load compensation item, based on the vehicle driving state signal and the mass change of the battery pack. The closed-loop control module is connected to the target calculation module and is used to obtain the actual attitude of the vehicle body, calculate the error between it and the target pitch angle and target roll angle of the vehicle body, and calculate the total pitch control output and total roll control output based on the error through the built-in controller. The collaborative distribution module, connected to the closed-loop control module, is used to distribute the total pitch control output and the total roll control output to each suspension actuator of the vehicle to generate corresponding suspension forces and output control commands for adjusting suspension stiffness or damping.

[0049] Example 3 See Figure 3 , Figure 3 This is a schematic diagram illustrating an embodiment of the electronic device provided in this invention. For example... Figure 3 As shown, this embodiment of the invention provides an electronic device 300, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor 320. When the processor 320 executes the computer program 311, it performs the following steps: S1. Obtain the current status signal of the battery pack and the vehicle height signal, and calculate the mass change of the battery pack based on the signals; S2. Based on the vehicle driving status signal and the mass change of the battery pack, calculate the vehicle target pitch angle, vehicle target roll angle and vehicle target height, including the battery load compensation item. S3. Obtain the actual attitude of the vehicle body, calculate the error between it and the target pitch angle and target roll angle of the vehicle body, and calculate the total pitch control output and total roll control output based on the error. S4. Distribute the total pitch control output and the total roll control output to the corresponding suspension of the vehicle to generate corresponding suspension forces, and adjust the suspension stiffness or damping at the same time.

[0050] Example 4 See Figure 4 , Figure 4 This is a schematic diagram illustrating an embodiment of a computer-readable storage medium provided by the present invention. (See diagram below.) Figure 4 As shown, this embodiment provides a computer-readable storage medium 400 on which a computer program 311 is stored. When the computer program 311 is executed by a processor, it performs the following steps: S1. Obtain the current status signal of the battery pack and the vehicle height signal, and calculate the mass change of the battery pack based on the signals; S2. Based on the vehicle driving status signal and the mass change of the battery pack, calculate the vehicle target pitch angle, vehicle target roll angle and vehicle target height, including the battery load compensation item. S3. Obtain the actual attitude of the vehicle body, calculate the error between it and the target pitch angle and target roll angle of the vehicle body, and calculate the total pitch control output and total roll control output based on the error. S4. Distribute the total pitch control output and the total roll control output to the corresponding suspension of the vehicle to generate corresponding suspension forces, and adjust the suspension stiffness or damping at the same time.

[0051] In summary, the vehicle posture collaborative adjustment suspension control scheme adapted to battery pack weight provided by this invention creatively introduces the real-time mass change of the battery pack as the core control variable into the suspension system, constructing an integrated control logic of "load dynamic identification - target feedforward correction - error closed-loop feedback - execution collaborative allocation". This scheme effectively overcomes the fundamental defect of traditional fixed-parameter suspension control algorithms that cannot adapt to dynamic changes in battery pack load, achieving intelligent compensation and precise adjustment of the vehicle's static and dynamic posture. Its lightweight control architecture ensures excellent control performance while balancing algorithm complexity and engineering feasibility, significantly improving the driving smoothness, ride comfort, and handling stability of pure electric vehicles under different battery load conditions. This invention provides a practical and effective advanced solution for intelligent control of electric vehicle chassis, possessing significant theoretical value and broad engineering application prospects.

[0052] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention 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; and these 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 the present invention.

Claims

1. A suspension control method for coordinating vehicle body posture adjustment to adapt to battery pack weight, characterized in that, Includes the following steps: S1. Obtain the current mass information of the battery pack, and calculate the mass change of the battery pack based on the mass information; S2. Based on the vehicle's driving status and the change in the mass of the battery pack, calculate the vehicle target pitch angle, vehicle target roll angle, and vehicle target height, including the battery load compensation item. S3. Obtain the actual attitude of the vehicle body, calculate the pitch error and roll error between the vehicle body target pitch angle and the vehicle body target roll angle, and calculate the total pitch control output and total roll control output based on the pitch error and the roll error respectively. S4. Distribute the total pitch control output and the total roll control output to the corresponding suspension of the vehicle to generate corresponding suspension forces, and adjust the suspension stiffness or damping at the same time.

2. The method according to claim 1, characterized in that, Step S1 specifically includes: Obtain the current mass of the battery pack through the battery management system; The difference between the current mass and a reference mass is calculated to obtain the change in the mass of the battery pack.

3. The method according to claim 2, characterized in that, The formula for calculating the change in battery pack mass based on the signal is as follows: ； in, The current mass of the battery pack. As a benchmark quality, This represents the change in mass.

4. The method according to claim 1, characterized in that, In step S2, the calculation of the vehicle target pitch angle, vehicle target roll angle, and vehicle target height, which include battery load compensation terms, specifically includes: The formula for calculating the vehicle body target pitch angle is: ,in, The longitudinal acceleration pitch gain coefficient is... For the longitudinal acceleration of the vehicle, This is the battery weight pitch compensation coefficient. This refers to the change in mass. The formula for calculating the target roll angle of the vehicle body is: ,in, This is the roll gain coefficient for the steering angle. For steering wheel angle, This is the lateral acceleration roll gain coefficient. This refers to the vehicle's lateral acceleration. The formula for calculating the target height of the vehicle body is: ,in, This is the standard unloaded vehicle height. This is the height load compensation coefficient.

5. The method according to claim 4, characterized in that, In step S3, the calculation of the total pitch control output and the total roll control output based on the error specifically includes: calculating the total control torque using a PID controller; The formula for calculating the total pitch control output is as follows: ; The formula for calculating the total roll control output is as follows: in, For pitch angle error, The rate of change of pitch angle error. This is the actual pitch angle; For roll angle error, This represents the rate of change of the roll angle error. This is the actual roll angle. This is the proportional gain coefficient for pitch control. This represents the integral gain coefficient for pitch control. The differential gain coefficient for pitch control. This is the proportional gain coefficient for roll control. The integral gain coefficient for roll control. This is the differential gain coefficient for roll control.

6. The method according to claim 1, characterized in that, In step S4, distributing the total pitch control output and the total roll control output to the corresponding suspension of the vehicle specifically includes: When the vehicle accelerates or brakes, the total pitch control output is distributed to the front and rear suspensions with opposite signs; When the vehicle is turning, the total roll control output is distributed to the left and right suspensions and stabilizer bars; The spring stiffness or damping of the four-wheel suspension is adjusted uniformly according to the change in the mass of the battery pack.

7. The method according to claim 6, characterized in that, When the vehicle accelerates or brakes, the force applied by the front suspension is The force applied by the rear suspension is When the vehicle is turning, the force applied by the outer suspension is = + The force applied by the inner suspension is = - ;in, As the reference force, For total pitch control output. This is the output for total tilt control.

8. A vehicle body attitude cooperative adjustment suspension control system for implementing the method of any one of claims 1 to 7, characterized in that, include: The mass change calculation module is used to obtain the current mass information of the battery pack and calculate the mass change of the battery pack based on the mass information. The target calculation module, connected to the mass change calculation module, is used to calculate the vehicle target pitch angle, vehicle target roll angle and vehicle target height, including the battery load compensation item, based on the vehicle driving state signal and the mass change of the battery pack. The closed-loop control module is connected to the target calculation module and is used to obtain the actual attitude of the vehicle body, calculate the error between it and the target pitch angle and target roll angle of the vehicle body, and calculate the total pitch control output and total roll control output based on the error through the built-in controller. The collaborative distribution module, connected to the closed-loop control module, is used to distribute the total pitch control output and the total roll control output to each suspension actuator of the vehicle to generate corresponding suspension forces and output control commands for adjusting suspension stiffness or damping.

9. An electronic device, comprising at least one processor and a memory communicatively connected to said at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, which implements the vehicle posture cooperative adjustment suspension control method adapted to the battery pack weight as described in any one of claims 1 to 7 by executing the instructions stored in the memory.

10. A computer-readable storage medium storing at least one instruction or at least one program, the at least one instruction or at least one program being loaded and executed by a processor to implement the vehicle body attitude cooperative adjustment suspension control method for adapting to the weight of a battery pack as described in any one of claims 1 to 7.

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