Vehicle suspension run-flat control method and device based on preview control

Abstract

The present disclosure relates to a kind of vehicle suspension tire burst prevention control method and device based on pre-look control.Therein, the method comprises: obtaining the pre-look information of the road condition in front of the vehicle, identifying the target road condition of the road in front according to the pre-look information, and calculating the road condition parameter of the target road condition and the arrival time of the wheel to the target road condition;Target road condition includes convex road obstacle or concave road obstacle;According to the road condition parameter and the vehicle speed, the danger level of target road condition is classified;According to the danger level and the arrival time, before the wheel reaches the position where the target road condition is located, pre-look pre-control instruction for indicating that full active suspension damper increases damping force is generated;According to pre-look pre-control instruction, the damping force of the full active suspension damper corresponding to the wheel of target road condition is increased;According to the deviation amount of vehicle body posture signal and preset posture threshold value, the damping force distribution of each wheel is adjusted.The present disclosure realizes the collaborative optimization of pre-look active tire burst prevention and driving comfort.

Description

Technical Field

[0001] This disclosure relates to the field of fully active suspension technology for automobiles, and in particular to a method and device for controlling run-flat tires in vehicle suspension based on anti-slip control. Background Technology

[0002] In related technologies, extreme road conditions such as large bumps and deep potholes are significant causes of tire blowouts during vehicle operation. When a wheel impacts a large bump at high speed, it generates a sudden and severe vertical impact load, causing tire overload, cord damage, or even instantaneous blowout. When a vehicle drives into a deep pothole, the wheel is prone to being suspended in the air, the suspension is overstretched, and there is a secondary impact upon landing, which can also easily induce tire detachment and overload blowout.

[0003] Traditional suspension systems primarily rely on onboard acceleration and height sensors to reactively detect road surface disturbances, lacking the ability to anticipate future road conditions. Because they cannot obtain information such as the location and size of large bumps or potholes ahead, suspension damping adjustments can only be made passively after an impact, resulting in significant lag and limited cushioning. Under these circumstances, tires consistently bear loads close to or exceeding safe limits during each extreme road impact, significantly increasing the risk of tire blowout over time. Summary of the Invention

[0004] To overcome the problems existing in related technologies, this disclosure provides a method and device for controlling run-flat tires in vehicle suspension based on anti-sighting control.

[0005] According to a first aspect of the present disclosure, a method for controlling run-flat tires in a vehicle suspension based on anti-sighting control is provided, comprising: The system acquires advance information about the road conditions ahead of the vehicle, identifies the target road conditions based on the advance information, and calculates the road condition parameters of the target road conditions and the arrival time of the wheels to the target road conditions; the target road conditions include raised road obstacles or sunken road obstacles. Based on the road condition parameters and vehicle speed, the target road condition is classified into different levels of danger to obtain the danger level. Based on the danger level and the arrival time, a pre-aiming control command is generated to instruct the fully active suspension shock absorbers to increase the damping force before the wheels reach the location of the target road condition; According to the pre-aiming control command, the fully active suspension damper of the wheel corresponding to the target road condition is controlled to increase the damping force; wherein, the compression damping is increased for raised road obstacles, and the tension damping is increased for depressed road obstacles. During the process of the wheels passing through the target road condition, the vehicle body attitude signal is acquired, and the damping force distribution of each wheel is adjusted according to the deviation between the vehicle body attitude signal and the preset attitude threshold in order to correct the vehicle body attitude.

[0006] According to a second aspect of the present disclosure, a vehicle suspension run-flat tire control device based on pre-aiming control is provided, comprising: The acquisition unit is used to acquire forward-looking information of the road conditions ahead of the vehicle, identify the target road conditions ahead based on the forward-looking information, and calculate the road condition parameters of the target road conditions and the arrival time of the wheels to the target road conditions; the target road conditions include raised road obstacles or sunken road obstacles. The grading unit is used to classify the target road condition into hazard levels based on the road condition parameters and vehicle speed to obtain the hazard level; The generation unit is configured to generate a pre-aiming control command for instructing the fully active suspension shock absorbers to increase damping force before the wheels reach the location of the target road condition, based on the danger level and the arrival time. The control unit is used to control the fully active suspension shock absorber of the wheel corresponding to the target road condition to increase the damping force according to the pre-aiming control command; wherein, the compression damping is increased for raised road obstacles, and the tension damping is increased for depressed road obstacles. The correction unit is used to acquire the vehicle body attitude signal during the process of the wheels passing through the target road condition, and adjust the damping force distribution of each wheel according to the deviation between the vehicle body attitude signal and the preset attitude threshold, so as to correct the vehicle body attitude.

[0007] According to a third aspect of the present disclosure, an electronic device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the method as described in any one of the first aspects.

[0008] According to a fourth aspect of the present disclosure, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method as described in any one of the first aspects.

[0009] According to a fifth aspect of the present disclosure, a computer program product is provided, including a computer program that, when executed by a processor, implements the method as described in any one of the first aspects.

[0010] The technical solutions provided by the embodiments of this disclosure can include the following beneficial effects: By pre-aiming perception to identify bumps or depressions in the road ahead and calculating road condition parameters and wheel arrival time, the passive response is transformed into active prediction, providing time margin for suspension adjustment. By classifying the target road condition into a hazard level, subsequent damping adjustment can be executed differently according to the degree of hazard, avoiding a coarse control strategy. Before the wheel reaches the target road condition, a pre-aiming control command is generated and the corresponding wheel shock absorber is controlled to increase the damping force in advance. For bumps and depressions, compression damping and tension damping are increased respectively, achieving precise matching of road condition type for differentiated pre-aiming adjustment. This eliminates the lag of traditional passive suspension adjustment. By adjusting the damping force distribution of each wheel in real time according to the vehicle body posture signal during the wheel's passage through the target road condition to correct the vehicle body posture, the vehicle body stability under high damping control is ensured. This reduces tire impact load at the source while taking into account the overall vehicle ride smoothness, achieving synergistic optimization of pre-aiming active run-flat tires and ride comfort.

[0011] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0012] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0013] Figure 1 This is a flowchart illustrating a vehicle suspension run-flat tire control method based on preview control, according to an exemplary embodiment.

[0014] Figure 2 This is a block diagram illustrating a vehicle suspension run-flat tire control device based on pre-aiming control, according to an exemplary embodiment.

[0015] Figure 3 This is a block diagram illustrating an apparatus for a vehicle suspension run-flat tire control method based on a pre-aiming control, according to an exemplary embodiment. Detailed Implementation

[0016] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure.

[0017] The terminology used in this disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the embodiments of this disclosure. The singular forms "a" and "the" as used in this disclosure are also intended to include the plural forms unless the context clearly indicates otherwise.

[0018] It should be understood that although the terms first, second, third, etc., may be used to describe various information in embodiments of this disclosure, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, first information may also be referred to as second information without departing from the scope of embodiments of this disclosure, and similarly, second information may also be referred to as first information. Depending on the context, the words “if” and “suppose” as used herein may be interpreted as “when”, “when”, or “in response to a determination”.

[0019] Furthermore, various forms of processes shown in the embodiments of this disclosure can be used to reorder, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this disclosure can be achieved, and no limitation is imposed herein.

[0020] It should be noted that the collection, storage, use, processing, transmission, provision, and disclosure of user personal information involved in the technical solution disclosed herein all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0021] Figure 1 This is a flowchart illustrating a vehicle suspension run-flat tire control method based on anti-aiming control, according to an exemplary embodiment. Figure 1 As shown, it should be noted that the vehicle suspension run-flat tire control method based on pre-aiming control of this disclosure is applied to a vehicle suspension run-flat tire control device based on pre-aiming control. For example... Figure 1 As shown, the method may include the following steps: Step 101: Obtain the preview information of the road conditions ahead of the vehicle, identify the target road conditions ahead based on the preview information, and calculate the road condition parameters of the target road conditions and the arrival time of the wheels to the target road conditions.

[0022] The target road conditions include raised or sunken road obstacles.

[0023] In this embodiment, during vehicle operation, its forward-facing perception system continuously anticipates and detects the road surface ahead. Specifically, this perception system includes, but is not limited to, an onboard camera and millimeter-wave radar. The camera acquires visual image information of the road surface ahead, and the radar acquires point cloud data information of the road surface ahead. Through the collaborative work of these multiple sensors, information such as the shape features, obstacle distribution, and spatial location of the road surface ahead can be acquired in real time.

[0024] In one embodiment, based on the acquired pre-aiming information, target road conditions that may pose a threat to vehicle driving safety are segmented from the background road surface using image recognition algorithms and point cloud clustering algorithms. These target road conditions include upward-protruding road obstacles (such as speed bumps, road bumps, etc.) or downward-concave road obstacles (such as potholes, collapsed areas, etc.). Simultaneously, road condition parameters of the target road conditions are calculated based on the pre-aiming information, including but not limited to the longitudinal length, lateral width, protrusion height or depression depth of the target road condition, and the distance between the target road condition and the vehicle's front axle. Combined with the vehicle's current driving speed, the arrival time of the vehicle's front axle wheels to the target road condition is calculated.

[0025] It should be noted that by acquiring the spatial position and geometric parameters of the vehicle before it even comes into contact with the target road conditions, the necessary data foundation and information prerequisites are provided for the subsequent forward control of the suspension system, enabling the suspension system to shift from passive response to active pre-control.

[0026] As an example, a dynamically updated, real-time cyclic cache database can be used, rather than creating a new independent database for each operating condition. During normal vehicle operation, sensors continuously sample and refresh road condition data in real time, discarding expired and invalid historical data, and retaining only valid road condition parameters and vehicle status parameters for the preview area 10-50m ahead of the current vehicle. This enables real-time data iteration, ensuring the timeliness of preview data while avoiding computational redundancy caused by repeated database creation.

[0027] As an example, the data management of the pre-aiming information adopts a dynamically updated, real-time circular cache database mechanism. Specifically, during normal vehicle operation, the front-facing camera and millimeter-wave radar continuously sample road condition data ahead. The system refreshes the valid information in the cache database in real time, discarding expired and invalid historical data, and retaining only valid road condition parameters and vehicle status parameters within the pre-aiming area ahead of the vehicle. In one embodiment, the pre-aiming area ranges from 10 meters to 50 meters ahead of the vehicle. By adopting a circular cache database mechanism, this embodiment ensures the timeliness of the pre-aiming data while avoiding computational redundancy caused by repeatedly building the database each time the target road condition is identified, thus improving the system's real-time response efficiency and computing resource utilization.

[0028] In some embodiments of this disclosure, step 101 (obtaining advance information of the road conditions ahead of the vehicle, identifying the target road conditions ahead based on the advance information, and calculating the road condition parameters of the target road conditions and the arrival time of the wheels to the target road conditions) may specifically include the following sub-steps: Step a1: Obtain the current lane reference road surface elevation data.

[0029] In this embodiment of the application, before identifying the target road conditions, a reference system for the current lane's baseline road surface elevation is first established.

[0030] Specifically, the reference road surface elevation refers to the height value of the normal smooth road surface in the current driving lane of the vehicle. This value serves as the zero reference plane for determining whether there are bumps or depressions on the road surface ahead.

[0031] In one embodiment, by performing ground fitting on the road surface point cloud data collected by the pre-aiming sensor, the continuous road surface point cloud of the non-obstacle area in the current lane is extracted, and a reference road surface plane is generated by fitting. The height value of this plane is the reference road surface elevation.

[0032] It should be noted that the reference road surface elevation is not a fixed value, but is dynamically updated as the overall road surface height changes during vehicle travel. For example, when a vehicle moves from a flat road onto an uphill road, the reference road surface elevation is adjusted accordingly, thus ensuring that the determination of bumps or depressions is always based on the road surface height of the current driving lane, avoiding misidentification caused by changes in road slope.

[0033] Step a2 involves performing spatiotemporal registration and fusion of the image data and point cloud data from the pre-aiming information to obtain three-dimensional road surface elevation data.

[0034] In this embodiment of the application, image data acquired by the camera and point cloud data acquired by the radar are spatiotemporally registered and fused.

[0035] Specifically, image data has rich texture and color information, which can accurately identify the boundaries, markings and outlines of road surfaces and obstacles, but its accuracy in ranging and three-dimensional spatial positioning is limited; point cloud data can accurately reflect the three-dimensional spatial coordinates and distance information of obstacles, but it lacks texture information and is difficult to accurately classify obstacle types on its own.

[0036] In view of this, a spatiotemporal registration and fusion algorithm is adopted. First, the pixel coordinate system of the image data and the world coordinate system of the radar point cloud data are jointly calibrated to establish a spatial mapping relationship between the two. Then, the image frames and point cloud frames acquired at the same time are synchronously matched in the time dimension. Finally, the target contours identified in the image are fused with the elevation information of the corresponding area in the point cloud to generate fused three-dimensional road surface elevation data.

[0037] It should be noted that by combining the spatiotemporal registration and fusion of images and point clouds, the advantages of both sensors are fully utilized, making up for the limitations of a single sensor in ranging accuracy, texture recognition, etc., and significantly improving the accuracy and robustness of target road condition recognition.

[0038] Step a3: Compare the three-dimensional road surface elevation data with the current lane reference road surface elevation data to determine the areas where the three-dimensional road surface elevation data is higher than the current lane reference road surface elevation data as raised road obstacles, and determine the areas where the three-dimensional road surface elevation data is lower than the current lane reference road surface elevation data as sunken road obstacles.

[0039] In addition, when the height of the protrusion or the depth of the depression reaches a preset threshold, and the lateral coverage reaches a preset threshold, the area is identified as the target road condition and subsequent explosion-proof control is triggered; otherwise, it is determined to be a normal road condition and subsequent control is not triggered.

[0040] Specifically, when the height of a bump or the depth of a depression reaches a first preset threshold, and the lateral coverage width reaches a second preset threshold, the system identifies the area as the target road condition and triggers the subsequent explosion-proof pre-aiming control process. Conversely, if the height of a bump or the depth of a depression does not reach the first preset threshold, or the lateral coverage width does not reach the second preset threshold, the system classifies the area as a normal road condition (such as minor bumps, shallow potholes, etc.) and does not trigger subsequent explosion-proof control. By setting quantified threshold judgment conditions, this embodiment effectively avoids the system's over-response to minor road surface undulations, ensuring that explosion-proof control is only triggered under road conditions where there is a genuine safety risk, thus balancing the system's protective effectiveness with daily driving comfort.

[0041] In this embodiment of the application, after obtaining the fused three-dimensional road surface elevation data, the elevation value of each spatial point is compared point by point with the current lane reference road surface elevation obtained in step a1.

[0042] In one embodiment, if the three-dimensional road surface elevation data of a continuous area is consistently higher than the reference road surface elevation, and the spatial range of the area meets the preset size conditions, then the area is determined to be a raised road surface obstacle; conversely, if the three-dimensional road surface elevation data of a continuous area is consistently lower than the reference road surface elevation, and the spatial range of the area meets the preset size conditions, then the system determines the area to be a sunken road surface obstacle.

[0043] Understandably, by quantitatively comparing the three-dimensional road surface elevation with the benchmark elevation, the accurate distinction between convex and concave road conditions is achieved, avoiding the misjudgment that may occur under conditions such as changes in lighting and shadow interference when relying solely on image recognition. This provides reliable road condition type information for subsequent differentiated damping control.

[0044] As an example, when calculating the arrival time of the wheels to the target road condition, in addition to calculating based on the distance between the target road condition and the vehicle's front axle and the current vehicle speed, the system further incorporates wheel speed signals and vehicle wheelbase parameters to correct the arrival time sequence of the front and rear wheels. Specifically, because there is a wheelbase between the front and rear axles, there is a time difference between the arrival times of the front and rear wheels to the same target road condition. The system uses wheel speed signals to calibrate the vehicle's precise speed in real time and combines the wheelbase to calculate the delayed arrival time of the rear wheels relative to the front wheels, providing a precise timing basis for subsequent wheel-by-wheel and time-by-time pre-damping control. Through precise correction of the arrival time sequence of the front and rear wheels, this embodiment enables the system to match independent control sequences for the front and rear wheels respectively, achieving more refined four-wheel differentiated anti-aiming control.

[0045] Step 102: Based on road condition parameters and vehicle speed, classify the target road condition into different levels of danger to obtain the danger level.

[0046] In this embodiment of the application, after obtaining the road condition parameters of the target road condition and the current vehicle speed, the safety risks that the target road condition may cause to the vehicle tires and suspension system are quantitatively assessed and classified according to the above information.

[0047] Specifically, the impact load on a vehicle caused by a bump or depression of the same size at different vehicle speeds varies significantly; similarly, the degree of harm caused to a vehicle by road conditions of different heights or depths at the same vehicle speed also varies.

[0048] Therefore, by using vehicle speed and road condition geometric parameters as joint judgment indicators, a hierarchical judgment logic is constructed to classify the target road condition into multiple danger levels.

[0049] In one embodiment, the hazard level includes three levels: mild, moderate, and severe, with different hazard levels corresponding to different risk levels and subsequent suspension control strategies.

[0050] Understandably, by establishing a coupled classification mechanism between vehicle speed and road condition parameters, the actual risk level in each specific driving scenario can be accurately assessed, avoiding overprotection or underprotection caused by a single-dimensional judgment, and providing a reasonable classification basis for subsequent differentiated damping control.

[0051] In some embodiments of this disclosure, step 102, which involves classifying the target road condition into a hazard level based on road condition parameters and vehicle speed, may specifically include the following sub-steps: Step b1: Obtain multiple pre-defined hazard levels and their corresponding vehicle speed threshold ranges and terrain parameter threshold ranges.

[0052] In this embodiment of the application, a hazard level determination table can be preset, which pre-divides multiple hazard levels, each of which corresponds to a vehicle speed threshold range and a terrain parameter threshold range.

[0053] Specifically, the number of hazard levels and the boundary values ​​of each threshold range can be calibrated based on parameters such as vehicle type, suspension system performance, and tire specifications.

[0054] In one embodiment, the hazard level includes three levels: mild, moderate, and severe; the vehicle speed threshold range includes, for example, a low-speed range, a medium-speed range, and a high-speed range; and the terrain parameter threshold range includes, for example, a small-size range, a medium-size range, and a large-size range.

[0055] Understandably, by mapping different combinations of vehicle speeds and terrain parameters to corresponding hazard levels, a structured classification and judgment framework is established, which provides a clear reference and repeatability for the subsequent classification and matching process.

[0056] Step b2: Match the vehicle speed with each speed threshold range to obtain the first matching level.

[0057] In this embodiment of the application, the current real-time driving speed of the vehicle is obtained, and the speed value is compared with each speed threshold interval obtained in step b1 to determine the speed threshold interval into which the current speed falls, and then the danger level corresponding to the speed threshold interval is obtained as the first matching level.

[0058] Specifically, if the current vehicle speed falls into the low-speed range, the first matching level is mild; if it falls into the medium-speed range, the first matching level is moderate; and if it falls into the high-speed range, the first matching level is severe.

[0059] It should be noted that vehicle speed is one of the key factors determining tire impact energy. The impact load on tires caused by bumps or dents of the same size at high speeds is much higher than that at low speeds. Therefore, this step uses vehicle speed as an independent grading dimension to ensure that high risks at high speeds can be identified and responded to in a timely manner.

[0060] Step b3: Match the height of raised road surface obstacles or the depth of sunken road surface obstacles with the threshold range of each terrain parameter to obtain the second matching level.

[0061] In this embodiment, the road condition parameters of the target road condition calculated in step 101 are obtained. If the target road condition is a raised road surface obstacle, its raised height value is taken; if the target road condition is a sunken road surface obstacle, its sunken depth value is taken. The terrain parameter value is compared with the threshold intervals of various terrain parameters obtained in step b1 one by one to determine the terrain parameter threshold interval into which the terrain parameter value falls, and then the danger level corresponding to the terrain parameter threshold interval is obtained as the second matching level.

[0062] Specifically, if the terrain parameters fall into a small range, the second matching level is mild; if they fall into a medium range, the second matching level is moderate; and if they fall into a large range, the second matching level is severe.

[0063] Understandably, the height of a protrusion or the depth of a depression directly determines the deformation range and peak force when the wheel contacts the road surface. Using terrain parameters as an independent grading dimension avoids the possibility of large obstacles being underestimated at low speeds.

[0064] Step b4: Select the highest danger level from the first matching level and the second matching level to obtain the current danger level of the target road condition.

[0065] In this embodiment of the application, after obtaining the first matching level determined by vehicle speed and the second matching level determined by terrain parameters, the two are compared, and the level with higher danger (i.e., higher level number) is selected as the current danger level of the target road condition.

[0066] Specifically, if the first matching level is moderate and the second matching level is severe, then severe is selected as the current danger level; if the first matching level is severe and the second matching level is mild, then severe is selected as the current danger level; only when the two levels are the same, the current danger level is that level.

[0067] It should be noted that when the levels triggered by vehicle speed and terrain parameters are inconsistent, the subsequent control strategy is executed according to the higher level of danger. This principle is designed based on the consideration of maximizing safety, ensuring that under any operating condition, the suspension protection control is driven by the most stringent risk assessment results, thereby maximizing tire safety.

[0068] Step 103: Based on the hazard level and arrival time, generate a pre-aiming control command to instruct the fully active suspension shock absorbers to increase damping force before the wheels reach the target road condition location.

[0069] In this embodiment, after determining the danger level of the target road condition and calculating the arrival time of the wheels, a pre-aiming control command is generated based on the above information. This control command can send a damping force adjustment command to the corresponding shock absorber actuator of the fully active suspension system before the wheels even contact the target road condition.

[0070] Specifically, since the required damping adjustment range and shock absorber response time are different for different hazard levels, the appropriate early intervention time is determined according to the hazard level to ensure that the shock absorber has sufficient time to complete the damping force adjustment after the command is issued, so that the suspension system is already in the predetermined damping force state when the wheel contacts the target road condition.

[0071] Understandably, by issuing control commands before the wheels contact the obstacle, the control lag of traditional suspension systems, which only begin to respond after an impact, is fundamentally eliminated, thus achieving anticipatory control.

[0072] In some embodiments of this disclosure, step 103, which generates a pre-aiming control command to instruct the fully active suspension shock absorbers to increase damping force before the wheels reach the target road condition location, based on the hazard level and arrival time, may specifically include the following sub-steps: Step c1: Obtain the pre-control intervention time corresponding to the hazard level; the pre-control intervention time is a preset value, which is used to characterize the shortest time required for the shock absorber to complete the increase of damping force from receiving the command.

[0073] In the embodiments of this application, the required damping adjustment range is different for different hazard levels, and the execution time required for increasing the damping force is also different. The pre-control intervention time can be predetermined through bench testing and vehicle calibration, and its value is equal to the shortest time required for the shock absorber to respond from receiving the control command to increasing the damping force to the target value and stabilizing.

[0074] In one embodiment, the higher the risk level, the greater the required damping adjustment range, and the longer the corresponding pre-control intervention time.

[0075] Understandably, by pre-setting a matching intervention time for each danger level, it is possible to ensure that the shock absorber completes the damping force adjustment before the wheel contacts the obstacle under different working conditions, avoiding control lag, and at the same time, it will not cause excessive sacrifice of comfort in low-level working conditions due to uniformly using too long a lead time.

[0076] Step c2: Calculate the target value for increasing the damping force based on the vehicle speed, the height of the raised road surface obstacle, or the depth of the sunken road surface obstacle.

[0077] In this embodiment of the application, the target value of the damping force increase operation is calculated by a preset dynamic calculation model based on the current vehicle speed and the road condition parameters of the target road condition.

[0078] Specifically, the target value refers to the damping force that the shock absorber needs to achieve when the target wheel passes through the target road condition. Its magnitude depends on the coupled effect of vehicle speed and road condition size.

[0079] In one embodiment, for raised road surface obstacles, the target value of compressive damping force is obtained by superimposing an incremental value on a base compressive damping value, which is positively correlated with vehicle speed and the height of the raised surface; for depressed road surface obstacles, the target value of tensile damping force is obtained by superimposing an incremental value on a base tensile damping value, which is positively correlated with vehicle speed and the depth of the depression.

[0080] Understandably, by combining vehicle speed and terrain parameters as the calculation variables for the target value, it is possible to output a precisely matched control target for each specific driving scenario, avoiding the problem of using a fixed damping value that is too stiff at low speeds and insufficient at high speeds, thus achieving the optimal balance between safety protection and ride comfort.

[0081] Specifically, the damping force increment is calculated as follows: For obstacles on raised road surfaces, the incremental compression damping The calculation formula is:

[0082] Wherein, k1 is the convex condition correction coefficient, which is 0.8 in one embodiment. This coefficient is used to map the product of vehicle speed and height to the actual required damping increment range. Its specific value can be calibrated according to the suspension system characteristics of different vehicle models; V is the real-time driving speed of the vehicle, in kilometers per hour (km / h); H is the height of the convex road obstacle, in millimeters (mm).

[0083] For obstacles on concave road surfaces, the tensile damping increment The calculation formula is:

[0084] Wherein, k2 is the dent correction coefficient, which is 0.75 in one embodiment. This coefficient is used to map the product of vehicle speed and depth to the actual required damping increment range. Its specific value can be calibrated according to the suspension system characteristics of different vehicle models; V is the real-time driving speed of the vehicle, in kilometers per hour (km / h); D is the depth of the dented road surface obstacle, in millimeters (mm).

[0085] It should be noted that the coefficients k1 and k2 in the above formula have different values, reflecting the differences in load transfer paths and energy absorption mechanisms between convex and concave conditions. Under convex conditions, the tire mainly bears compressive impact, resulting in higher energy absorption efficiency; therefore, the correction coefficient is relatively higher. Under concave conditions, the suspension mainly bears tensile loads accompanied by secondary landing impacts, leading to slightly higher control complexity; therefore, the correction coefficient is relatively lower. The above coefficient values ​​are illustrative and can be adjusted based on actual vehicle calibration results in practical applications, all of which fall within the protection scope of this disclosure.

[0086] Step c3: Determine the cutoff time for the shock absorber to complete the increase of damping force based on the arrival time.

[0087] In this embodiment of the application, based on the arrival time of the wheel to the target road condition calculated in step 101, it is determined when the shock absorber must complete the damping force increase operation, i.e., the cutoff time.

[0088] Specifically, the cutoff time is the moment when the front axle of the wheel contacts the edge of the target road condition. Before this moment, the shock absorber completes the entire process of increasing the damping force and stabilizes at the target value.

[0089] Understandably, this cutoff time serves as the time reference for subsequent calculations of the start time of damping force increase, ensuring that the completion time of the damping force increase operation is no later than the time when the wheel contacts the obstacle, thereby eliminating control lag.

[0090] Step c4: Determine the starting time of the increase in damping force based on the cutoff time and the pre-control intervention time.

[0091] The starting time is earlier than the moment when the wheels contact the target road condition.

[0092] In this embodiment, the start time of the damping force increase operation is derived by reverse calculation based on the cutoff time determined in step c3 and the pre-control early intervention duration obtained in step c1. Specifically, the start time is equal to the cutoff time minus the pre-control early intervention duration. Since the pre-control early intervention duration represents the shortest time required for the shock absorber to complete the damping force increase, the damping force increase operation is performed at the start time and completed at the cutoff time, satisfying the control requirement of "completing damping adjustment before the wheel contacts the target road condition".

[0093] Understandably, by reverse-engineering the cutoff time and the duration of early intervention, the trigger point of the control action is accurately determined, which ensures that the adjustment process has sufficient execution time and avoids unnecessary energy consumption and loss of comfort caused by premature intervention.

[0094] Step c5: Starting from the initial moment, control the shock absorber to perform a damping force increase operation until the damping force of the shock absorber reaches the target value.

[0095] In this embodiment, at the starting moment determined in step c4, a damping force increase control signal is sent to the actuator of the fully active suspension shock absorber to initiate the damping force adjustment process. Specifically, this control signal drives the solenoid valve or piezoelectric actuator inside the shock absorber to gradually reduce the throttling area of ​​the damping orifice, causing the oil flow resistance to gradually increase, and the damping force of the shock absorber to gradually increase from the current value. In one embodiment, the system monitors the actual damping force value of the shock absorber in real time throughout the increase process and performs a closed-loop comparison with the target value calculated in step c2 until the actual damping force reaches the target value, at which point the increase operation stops. It should be noted that this step also includes a damping adjustment rate constraint, meaning that the rate of increase of the damping force in a single operating condition does not exceed a preset upper limit to avoid sudden changes in damping force causing a sudden drop in vehicle body jerking and ride smoothness.

[0096] In one embodiment, a damping adjustment rate constraint is also set during the damping force increase operation. In one embodiment, the rate of increase of damping force in a single operating condition does not exceed a preset upper limit, such as, but not limited to, 15% / 0.1s. By setting a damping adjustment rate constraint, the sudden drop in vehicle body jerking and driving smoothness caused by abrupt changes in damping force is avoided, making the damping increase process smooth and perceptible, thus balancing safety protection and driving comfort.

[0097] Step 104: According to the pre-aiming control command, control the fully active suspension shock absorbers of the wheels corresponding to the target road conditions to increase the damping force.

[0098] Specifically, the compression damping is increased for obstacles on raised road surfaces, and the tension damping is increased for obstacles on sunken road surfaces.

[0099] In this embodiment, after receiving the pre-aiming control command, the fully active suspension system controls the fully active suspension shock absorber of the wheel corresponding to the target road condition to perform a damping force increase operation.

[0100] Specifically, the fully active suspension shock absorber is an electronically controlled adjustable damping shock absorber, which is equipped with a solenoid valve or piezoelectric actuator. It can adjust the throttling area of ​​the oil flowing through the damping orifice in real time according to the control command, thereby changing the damping force of the shock absorber.

[0101] In one embodiment, a differentiated damping control strategy is implemented based on the type of target road condition: when the target road condition is a raised road obstacle, the compression damping of the corresponding wheel shock absorber is increased to provide greater compression stroke resistance when the wheel runs over the raised area, thus buffering the instantaneous impact energy; when the target road condition is a sunken road obstacle, the tension damping of the corresponding wheel shock absorber is increased to suppress excessive stretching of the suspension system when the wheel enters the sunken area, thereby mitigating the secondary impact of the wheel landing after it is suspended in the air.

[0102] Understandably, by specifically increasing the compression damping and tension damping for both raised and sunken road conditions, this step achieves precise protection against two different types of tire blowout causes. This avoids the inadequacy of a single damping control method under unsuitable conditions and also prevents unnecessary increases in damping from excessively sacrificing comfort.

[0103] In some embodiments of this disclosure, step 104, which involves controlling the fully active suspension damper of the wheel corresponding to the target road condition to increase the damping force according to the pre-aiming control command, may specifically include the following sub-steps: Step d1: Extract the lateral position information of the target road condition from the pre-aiming information.

[0104] Among them, the lateral position information is the position coordinate of the target road condition in the direction perpendicular to the vehicle's travel direction.

[0105] In this embodiment, the lateral position information of the target road condition is extracted from the pre-aiming information obtained in step 101. Specifically, the image data and point cloud data in the pre-aiming information both contain two-dimensional or three-dimensional coordinate information of the target road condition in space, wherein the longitudinal direction is along the vehicle's driving direction, and the lateral direction is perpendicular to the vehicle's driving direction and parallel to the road surface. The lateral position coordinates of the geometric center point of the target road condition are obtained through the fused three-dimensional road surface elevation data.

[0106] Understandably, the target road condition may be located in the center, left, or right of the vehicle's trajectory. It is necessary to determine its lateral position in order to accurately send control commands to the correct wheel shock absorbers.

[0107] Step d2: Obtain the coordinates of the driving trajectory corresponding to each of the four wheels of the vehicle.

[0108] In this embodiment of the application, the driving trajectory coordinates of the four wheels of the vehicle at future times are calculated and obtained based on parameters such as the current driving direction, steering wheel angle, wheelbase and track width.

[0109] Specifically, for straight-line driving conditions, the coordinates of the four wheels can be calculated based on the vehicle's center trajectory and wheelbase; for turning conditions, it is necessary to calculate the actual turning radius of each wheel during the turning process, and then determine its respective trajectory coordinates.

[0110] It should be noted that since the target road condition is fixed in space and the vehicle is moving forward, by comparing the lateral position of the target road condition with the driving trajectory of each wheel, it is possible to accurately determine which wheel will run over the target road condition.

[0111] Step d3: Compare the lateral position information with the driving trajectory coordinates of the four wheels respectively, and match the target wheel corresponding to the target road condition from the four wheels based on the comparison results.

[0112] In this embodiment of the application, the lateral position coordinates of the target road condition obtained in step d1 are compared with the driving trajectory coordinates of the four wheels obtained in step d2.

[0113] Specifically, it can be determined which wheel's trajectory covers the lateral position coordinates of the target road condition. If the difference in the lateral direction between the lateral position coordinates of the target road condition and the trajectory coordinates of a certain wheel is less than a preset deviation threshold, then the target road condition is determined to correspond to that wheel.

[0114] In one embodiment, if the lateral position coordinates of the target road condition fall within the trajectory coverage of two wheels (such as the left front wheel and the left rear wheel), the specific wheel corresponding to it is further determined based on the longitudinal position and arrival time of the target road condition. That is, the wheel that the target road condition first contacts in the longitudinal direction is identified as the target wheel.

[0115] Understandably, by comparing the lateral position with the trajectory coordinates of each of the four wheels, precise matching of the target wheel is achieved, enabling damping control to act precisely on the individual wheel that needs protection, rather than acting globally.

[0116] Step d4: Increase the damping force for the target wheel that has been successfully matched, and keep the initial damping force for the unmatched wheel.

[0117] In this embodiment of the application, after the target wheel corresponding to the target road condition is successfully matched in step d3, only the fully active suspension shock absorber of the target wheel is controlled to perform the damping force increase operation, while the other three unmatched wheels continue to maintain their initial damping force.

[0118] Specifically, the initial damping force refers to the factory-calibrated optimal damping value of the vehicle under flat road conditions, constant speed, and no extreme road conditions. This damping value is adjusted by the whole vehicle to balance the vibration filtering performance and support performance during daily driving.

[0119] In one embodiment, if the lateral position information of the target road condition matches two wheels on the same axle (e.g., the left front wheel and the right front wheel face symmetrical obstacles at the same time), then the damping of both wheels is increased to the target value; if only a single wheel is matched, then a differentiated strategy is executed.

[0120] It should be noted that by adjusting the damping only on the target wheels directly affected by the target road conditions, while maintaining the normal damping state on the unaffected wheels, the impact load on the tires is precisely suppressed, and the ride smoothness of the other wheels of the vehicle is guaranteed to the maximum extent. This avoids the significant decrease in overall vehicle ride comfort caused by increasing the damping of all four wheels at the same time.

[0121] Step 105: During the process of the wheels passing through the target road conditions, the vehicle body attitude signal is acquired. Based on the deviation between the vehicle body attitude signal and the preset attitude threshold, the damping force distribution of each wheel is adjusted to correct the vehicle body attitude.

[0122] In this embodiment, as the target wheel passes through the target road condition, due to the active increase in damping force and the asymmetry of road surface excitation, the vehicle body may experience attitude changes such as pitch or roll. To ensure the vehicle's driving stability, vehicle body attitude signals are continuously acquired during this process, including but not limited to the vehicle's pitch angle, roll angle, and vertical acceleration.

[0123] In one embodiment, the real-time acquired vehicle attitude signal is compared with a preset attitude safety threshold to calculate the deviation, and the damping force distribution of each wheel is dynamically adjusted based on the deviation. When excessive pitch of the vehicle front is detected, the damping force difference between the front and rear axle wheels is adjusted to suppress pitch; when unilateral body roll is detected, damping compensation is applied to the corresponding side wheel to counteract the roll trend.

[0124] Understandably, by monitoring and correcting the vehicle's attitude in a closed loop, the vehicle's driving stability under high damping control is ensured, avoiding the risk of loss of control due to sudden changes in damping of a single wheel or axle, thus achieving a balance between explosion-proof safety and driving stability.

[0125] In some embodiments of this disclosure, step 105 may specifically include the following sub-steps: Step e1: Obtain the vehicle's attitude signal as it passes through the target road conditions.

[0126] The vehicle attitude signal includes at least one of pitch angle, roll angle, and vertical acceleration.

[0127] In this embodiment, as the target wheels pass through the target road condition, the vehicle's attitude signals are acquired in real time via an onboard inertial measurement unit. Specifically, the inertial measurement unit includes a three-axis accelerometer and a three-axis gyroscope, capable of measuring attitude parameters such as the vehicle's pitch angle, roll angle, and vertical acceleration in real time. These attitude signals reflect the real-time dynamic response of the vehicle due to road surface excitation and damping control when passing through the target road condition.

[0128] Step e2: Determine the type of attitude deviation based on the deviation between the vehicle attitude signal and its corresponding preset attitude threshold.

[0129] Among them, attitude deviation types include pitch deviation and roll deviation.

[0130] In this embodiment of the application, the real-time vehicle posture signal obtained in step e1 is compared with the preset posture safety threshold item by item, and the deviation of each posture parameter is calculated.

[0131] Specifically, the preset attitude thresholds include pitch angle safety threshold, roll angle safety threshold, and vertical acceleration safety threshold, which are pre-calibrated based on vehicle dynamics characteristics and ride comfort requirements.

[0132] When the real-time value of a certain attitude parameter exceeds its corresponding safety threshold, it is determined that there is an attitude deviation of that type. If the measured value of the pitch angle exceeds the pitch angle safety threshold, it is determined that there is a pitch deviation; if the measured value of the roll angle exceeds the roll angle safety threshold, it is determined that there is a roll deviation.

[0133] Understandably, by quantizing and comparing real-time attitude signals with preset thresholds, accurate identification and type differentiation of abnormal attitude states are achieved, providing a clear control target for subsequent targeted attitude correction.

[0134] Step e3: When the attitude deviation type is pitch deviation, adjust the damping force difference between the front and rear axle wheels according to the pitch angle deviation to suppress the pitch of the vehicle.

[0135] In this embodiment, when step e2 determines that a pitch deviation exists, the damping force difference between the front and rear axle wheels is dynamically adjusted based on the actual pitch angle deviation. Specifically, the difference between the real-time measured pitch angle and a preset pitch angle safety threshold is used as a control input. Based on this deviation, the adjustment direction and magnitude of the front and rear axle damping force difference are determined. When the deviation is positive (the front of the vehicle is higher than the target posture), the adjustment is directed towards increasing the front axle compression damping; when the deviation is negative (the front of the vehicle is lower than the target posture), the adjustment is directed towards decreasing the front axle compression damping or increasing the rear axle compression damping. The adjustment magnitude is positively correlated with the absolute value of the deviation. Simultaneously, the real-time change of the pitch angle is continuously monitored during the adjustment process, and the ideal corrected damping value is gradually approximated through a closed-loop iterative method until the pitch angle returns to the preset threshold range.

[0136] Understandably, by dynamically adjusting the relative magnitude of the damping forces on the front and rear axles, a damping torque opposite to the pitch direction can be generated, effectively suppressing the rise and fall of the front of the vehicle and ensuring the stability of the vehicle's longitudinal movement.

[0137] Step e4: When the attitude deviation type is roll deviation, damping compensation is performed on the opposite wheel of the axle corresponding to the target road condition wheel according to the roll angle deviation, so as to counteract the body roll offset caused by unilateral damping adjustment.

[0138] In this embodiment, when step e2 determines that a roll deviation exists, damping compensation is applied to the wheel opposite to the axle containing the target wheel based on the actual deviation of the roll angle. Specifically, in step d4, only the damping force of the target wheel is increased, while the damping force of the other wheel on the same axle remains unchanged. This unilateral increase in damping may cause an imbalance in the damping forces on the left and right sides of the axle containing the target wheel, resulting in the vehicle body rolling towards the side with less damping. To counteract this rolling tendency, appropriate damping compensation is applied to the wheel opposite to the axle containing the target wheel: if the target wheel is the left front wheel, damping compensation is applied to the right front wheel; if the target wheel is the right front wheel, damping compensation is applied to the left front wheel; the same applies to the rear axle.

[0139] Understandably, by compensating for the damping of the wheels on the opposite side of the same axle, the roll moment caused by unilateral damping control is eliminated, keeping the vehicle body within a stable attitude threshold range, thus achieving a coordinated unity between precise single-wheel control and overall vehicle attitude stability.

[0140] In some embodiments of this disclosure, the method may further include the following steps: Step f1: After the wheels have completely passed the target road condition, determine whether the working condition release condition is met.

[0141] The conditions for lifting the working condition include the wheels leaving the target road condition and the vehicle body attitude signal returning to the preset threshold range.

[0142] In this embodiment of the application, after the target wheel passes through the target road condition, it is continuously monitored whether the target wheel has completely left the target road condition area and whether the vehicle body attitude signal has returned to the normal range.

[0143] Specifically, the system monitors the trailing edge position of the target road condition in real time using a pre-aiming sensor. When the ground contact center point of the target wheel crosses the trailing edge boundary of the target road condition, it is determined that the wheel has left the target road condition. At the same time, it monitors whether the vehicle body attitude signal has fallen back to the preset safety threshold range. When both of the above conditions are met, it is determined that the working condition release condition is met, and the damping force reset logic is triggered.

[0144] Understandably, the dual requirements of the working condition release condition ensure that the damping reset is initiated only after the wheels are completely free from the obstacle and the vehicle body has regained stability. This avoids the risk of secondary impact caused by premature reset and also avoids unnecessary loss of comfort caused by delayed reset.

[0145] Step f2: When the working condition is released, a gradient linear decay method is adopted, and the corresponding reset time is matched according to the hazard level.

[0146] In this embodiment of the application, as an example, when step f1 determines that the working condition release condition is met, the system initiates a smooth reset process for the damping force. Specifically, a gradient linear decay method is used to perform the reset operation, that is, the damping force decreases linearly from the current value to the initial value over time, rather than jumping instantaneously. Based on the danger level determined in step 102, the corresponding reset duration is matched from a preset reset parameter table.

[0147] In one embodiment, different hazard levels correspond to different damping adjustment amplitudes, and the required reset time also varies. The higher the hazard level, the greater the initial damping increase, and the longer the reset time required, to ensure smoothness during large-span damping changes.

[0148] It should be noted that by configuring the reset time differently according to the hazard level, a reasonable match between the reset speed and the previous control range is achieved, avoiding the problem that a uniform reset time is too slow in low-level working conditions and too fast in high-level working conditions.

[0149] Step f3: Configure the real-time damping value to decrease linearly from the increased damping value to the initial damping value within the reset time.

[0150] The reset time varies depending on the level of danger.

[0151] In this embodiment of the application, according to the reset duration determined in step f2, the real-time damping value is configured to linearly decrease from the increased damping target value calculated in step c2 to the initial damping value within the duration of the reset duration.

[0152] Specifically, the real-time damping value during the reset process Calculated according to the following linear decay formula:

[0153] in, C represents the real-time damping value at any point during the reset process. max C0 is the maximum adjustable damping value of the working condition calculated in step c2 (i.e., the increased damping target value); C0 is the conventional basic damping value (i.e., the initial damping value); t is the real-time duration starting from the reset start time; T is the total reset duration corresponding to the hazard level determined in step f2.

[0154] In one embodiment, if the total reset duration is 0.6 seconds, then at 0.2 seconds after the reset begins, the real-time damping value is C. maxThe corresponding values ​​at one-third of the travel distance from C0, and so on, should be noted. It's important to explain that by employing a gradient linear decay algorithm, a smooth transition of damping force from a high-damping state to a normal-damping state is achieved. This avoids secondary bumps and unevenness caused by a sudden drop in damping force, making the driver and passengers almost imperceptible to changes in suspension status during recovery after extreme road conditions. Simultaneously, the vehicle's attitude signal is continuously monitored during the reset process. If a slight bump is detected due to the reset, the reset rate is automatically slowed down, and the reset continues only after the attitude stabilizes, ensuring smooth damping transitions throughout. After complete reset, it enters a normal road surface monitoring standby state, awaiting the triggering of the next anti-runaway tire control cycle.

[0155] According to the vehicle suspension run-flat tire control method based on pre-aiming control proposed in this disclosure, the method identifies raised or sunken road conditions ahead in advance by pre-aiming perception and calculates road condition parameters and wheel arrival time, changing from passive response to active prediction, thus gaining time margin for suspension adjustment. By classifying the target road conditions into different levels of danger, subsequent damping adjustment can be executed differently according to the degree of danger, avoiding a coarse control strategy. Before the wheels reach the target road conditions, a pre-aiming control command is generated and the corresponding wheel shock absorbers are controlled to increase the damping force in advance. For raised and sunken road conditions, compression damping and tension damping are increased respectively, achieving precise matching of road condition type for differentiated pre-aiming adjustment, eliminating the lag of traditional passive suspension adjustment. By adjusting the damping force distribution of each wheel in real time according to the vehicle posture signal during the wheel's passage through the target road conditions to correct the vehicle posture, the vehicle stability under high damping control is ensured. Thus, while reducing tire impact load at the source, the overall vehicle ride smoothness is also taken into account, achieving synergistic optimization of pre-aiming active run-flat tires and ride comfort.

[0156] Figure 2 This is a block diagram illustrating a vehicle suspension run-flat tire control device based on anti-aiming control, according to an exemplary embodiment. (Refer to...) Figure 2 The device includes an acquisition unit 201, a grading unit 202, a generation unit 203, a control unit 204, and a correction unit 205.

[0157] The acquisition unit 201 is used to acquire the preview information of the road conditions ahead of the vehicle, identify the target road conditions ahead based on the preview information, and calculate the road condition parameters of the target road conditions and the arrival time of the wheels to the target road conditions; the target road conditions include raised road obstacles or sunken road obstacles. The grading unit 202 is used to classify the hazard level of the target road condition based on road condition parameters and vehicle speed to obtain the hazard level; The generation unit 203 is used to generate a pre-aiming control command to instruct the fully active suspension shock absorbers to increase the damping force before the wheels reach the location of the target road condition, based on the hazard level and arrival time. The control unit 204 is used to control the fully active suspension shock absorber of the wheel corresponding to the target road condition to increase the damping force according to the pre-aiming control command; that is, to increase the compression damping for raised road obstacles and to increase the tension damping for sunken road obstacles. The correction unit 205 is used to acquire the vehicle body attitude signal during the process of the wheels passing through the target road conditions, and adjust the damping force distribution of each wheel according to the deviation between the vehicle body attitude signal and the preset attitude threshold, so as to correct the vehicle body attitude.

[0158] In some embodiments of this disclosure, the pre-aiming information includes image data and point cloud data, and the acquisition unit 201 can specifically be used for: Obtain the current lane reference road surface elevation data; The image data in the pre-aiming information is spatiotemporally registered and fused with the point cloud data to obtain three-dimensional road surface elevation data; By comparing the three-dimensional road surface elevation data with the current lane reference road surface elevation data, areas where the three-dimensional road surface elevation data is higher than the current lane reference road surface elevation data are identified as raised road surface obstacles, and areas where the three-dimensional road surface elevation data is lower than the current lane reference road surface elevation data are identified as sunken road surface obstacles.

[0159] In some embodiments of this disclosure, the hierarchical unit 202 may specifically be used for: Obtain multiple pre-defined hazard levels and their corresponding vehicle speed threshold ranges and terrain parameter threshold ranges; The vehicle speed is matched with each speed threshold range to obtain the first matching level; The height of raised road surface obstacles or the depth of sunken road surface obstacles are matched with the threshold range of various terrain parameters to obtain the second matching level; The highest hazard level is selected from the first matching level and the second matching level to obtain the current hazard level of the target road condition.

[0160] In some embodiments of this disclosure, the generation unit 203 may specifically be used for: Obtain the pre-control intervention time corresponding to the hazard level; the pre-control intervention time is a preset value, which is used to characterize the shortest time required for the shock absorber to complete the increase of damping force from receiving the command; Calculate the target value for increasing the damping force based on the vehicle speed, the height of the raised road surface obstacle, or the depth of the sunken road surface obstacle. The arrival time determines the cutoff point for the shock absorber to complete the increase of damping force. The starting point for increasing damping force is determined based on the cutoff time and the duration of pre-control intervention; the starting point is earlier than the moment when the wheels contact the target road condition. Starting from the initial moment, the damper is controlled to increase the damping force until the damping force of the damper reaches the target value.

[0161] In some embodiments of this disclosure, the control unit 204 may specifically be used for: Extract the lateral position information of the target road condition from the pre-aiming information; the lateral position information is the position coordinate of the target road condition perpendicular to the vehicle's driving direction; Obtain the coordinates of the driving trajectory corresponding to each of the four wheels of the vehicle; The lateral position information is compared with the driving trajectory coordinates of the four wheels respectively, and the target wheel corresponding to the target road condition is matched from the four wheels based on the comparison results. Increase the damping force for the target wheel that is successfully matched, and maintain the initial damping force for the unmatched wheel.

[0162] In some embodiments of this disclosure, the correction unit 205 may specifically be used for: Acquire vehicle attitude signals as the vehicle passes through the target road conditions; the vehicle attitude signals include at least one of pitch angle, roll angle and vertical acceleration; The type of attitude deviation is determined based on the deviation between the vehicle attitude signal and its corresponding preset attitude threshold; the types of attitude deviation include pitch deviation and roll deviation. When the attitude deviation type is pitch deviation, the damping force difference between the front and rear axle wheels is adjusted according to the pitch angle deviation to suppress the pitch of the vehicle. When the attitude deviation type is roll deviation, damping compensation is performed on the opposite wheel of the axle corresponding to the target road condition wheel according to the roll angle deviation, so as to counteract the body roll offset caused by unilateral damping adjustment.

[0163] In some embodiments of this disclosure, the apparatus further includes a reset unit, which can be specifically used for: After the wheels have completely passed the target road condition, it is determined whether the working condition release condition is met; the working condition release condition includes the wheels leaving the target road condition and the vehicle body attitude signal returning to the preset threshold range. When the working condition is released, a gradient linear decay method is adopted, and the corresponding reset time is matched according to the hazard level. The real-time damping value is configured to decrease linearly from the increased damping value to the initial damping value within the reset time; the reset time varies for different hazard levels.

[0164] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0165] According to the vehicle suspension run-flat tire control device based on pre-aiming control proposed in this disclosure, the device identifies raised or sunken road conditions ahead in advance by pre-aiming perception and calculates road condition parameters and wheel arrival time, transforming passive response into active prediction, thus gaining time margin for suspension adjustment. By classifying the target road conditions into risk levels, subsequent damping adjustment can be executed differently according to the degree of danger, avoiding a coarse control strategy. Before the wheels reach the target road conditions, a pre-aiming control command is generated and the corresponding wheel shock absorbers are controlled to increase the damping force in advance. For raised and sunken road conditions, compression damping and tension damping are increased respectively, achieving precise pre-aiming adjustment based on road condition type. This eliminates the lag of traditional passive suspension adjustment. By adjusting the damping force distribution of each wheel in real time according to the vehicle posture signal during the wheel's passage through the target road conditions to correct the vehicle posture, the stability of the vehicle under high damping control is ensured. Thus, while reducing tire impact load at the source, the overall vehicle ride smoothness is also taken into account, achieving synergistic optimization of pre-aiming active run-flat tires and ride comfort.

[0166] Figure 3 This is a block diagram illustrating an apparatus for a vehicle suspension run-flat tire control method based on advance control, according to an exemplary embodiment. For example, apparatus 300 may be an electronic device, such as a mobile phone, computer, digital broadcasting terminal, messaging device, tablet device, personal digital assistant, etc.

[0167] Reference Figure 3 The device 300 may include one or more of the following components: processing component 302, memory 304, power component 306, multimedia component 308, audio component 310, input / output I / O interface 312, sensor component 314, and communication component 316.

[0168] Processing component 302 typically controls the overall operation of device 300, such as operations associated with display, telephone calls, data communication, camera operation, and recording. Processing component 302 may include one or more processors 320 to execute instructions to perform all or part of the steps of the methods described above. Furthermore, processing component 302 may include one or more modules to facilitate interaction between processing component 302 and other components. For example, processing component 302 may include a multimedia module to facilitate interaction between multimedia component 308 and processing component 302.

[0169] Memory 304 is configured to store various types of data to support the operation of device 300. Examples of such data include instructions for any application or method operating on device 300, contact data, phonebook data, messages, pictures, videos, etc. Memory 304 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0170] The power supply component 306 provides power to the various components of the device 300. The power supply component 306 may include a power management system, one or more power sources, and other components associated with generating, managing, and distributing power to the device 300.

[0171] Multimedia component 308 includes a screen that provides an output interface between the device 300 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touchscreen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors may sense not only the boundaries of the touch or swipe action but also the duration and pressure associated with the touch or swipe operation. In some embodiments, multimedia component 308 includes a front-facing camera and / or a rear-facing camera. When the device 300 is in an operating mode, such as a shooting mode or a video mode, the front-facing camera and / or the rear-facing camera may receive external multimedia data. Each front-facing camera and rear-facing camera may be a fixed optical lens system or have focal length and optical zoom capabilities.

[0172] Audio component 310 is configured to output and / or input audio signals. For example, audio component 310 includes a microphone (MIC) configured to receive external audio signals when device 300 is in an operating mode, such as call mode, recording mode, and voice recognition mode. The received audio signals may be further stored in memory 304 or transmitted via communication component 316. In some embodiments, audio component 310 also includes a speaker for outputting audio signals.

[0173] I / O interface 312 provides an interface between processing component 302 and peripheral interface modules, such as keyboards, click wheels, buttons, etc. These buttons may include, but are not limited to, home buttons, volume buttons, start buttons, and lock buttons.

[0174] Sensor assembly 314 includes one or more sensors for providing status assessments of various aspects of device 300. For example, sensor assembly 314 may detect the on / off state of device 300, the relative positioning of components such as the display and keypad of device 300, changes in the position of device 300 or a component of device 300, the presence or absence of user contact with device 300, the orientation or acceleration / deceleration of device 300, and temperature changes of device 300. Sensor assembly 314 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. Sensor assembly 314 may also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, sensor assembly 314 may also include an accelerometer, a gyroscope, a magnetometer, a pressure sensor, or a temperature sensor.

[0175] Communication component 316 is configured to facilitate wired or wireless communication between device 300 and other devices. Device 300 can access wireless networks based on communication standards, such as WiFi, 2G, or 3G, or combinations thereof. In one exemplary embodiment, communication component 316 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In one exemplary embodiment, communication component 316 also includes a near-field communication (NFC) module to facilitate short-range communication. For example, the NFC module may be implemented based on radio frequency identification (RFID) technology, Infrared Data Association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0176] In an exemplary embodiment, the apparatus 300 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the methods described above.

[0177] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 304 including instructions, which can be executed by a processor 320 of the device 300 to perform the above-described method. For example, the non-transitory computer-readable storage medium may be a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device, etc.

[0178] In an exemplary embodiment, a computer program product is also provided, including a computer program that implements the above-described method when executed by the processor 320 of the device 300.

[0179] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This disclosure is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein.

[0180] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope.

Claims

1. A method for controlling run-flat tires in vehicle suspension based on anti-sighting control, characterized in that, include: The system acquires advance information about the road conditions ahead of the vehicle, identifies the target road conditions based on the advance information, and calculates the road condition parameters of the target road conditions and the arrival time of the wheels to the target road conditions; the target road conditions include raised road obstacles or sunken road obstacles. Based on the road condition parameters and vehicle speed, the target road condition is classified into different levels of danger to obtain the danger level. Based on the danger level and the arrival time, a pre-aiming control command is generated to instruct the fully active suspension shock absorbers to increase the damping force before the wheels reach the location of the target road condition; According to the pre-aiming control command, the fully active suspension damper of the wheel corresponding to the target road condition is controlled to increase the damping force; wherein, the compression damping is increased for raised road obstacles, and the tension damping is increased for depressed road obstacles. During the process of the wheels passing through the target road condition, the vehicle body attitude signal is acquired, and the damping force distribution of each wheel is adjusted according to the deviation between the vehicle body attitude signal and the preset attitude threshold in order to correct the vehicle body attitude.

2. The vehicle suspension run-flat tire control method based on pre-aiming control according to claim 1, characterized in that, The pre-aiming information includes image data and point cloud data; The step of identifying the target road conditions ahead based on the pre-aiming information includes: Obtain the current lane reference road surface elevation data; The image data in the pre-aiming information is spatiotemporally registered and fused with the point cloud data to obtain three-dimensional road surface elevation data; By comparing the three-dimensional road surface elevation data with the current lane reference road surface elevation data, areas where the three-dimensional road surface elevation data is higher than the current lane reference road surface elevation data are identified as raised road surface obstacles, and areas where the three-dimensional road surface elevation data is lower than the current lane reference road surface elevation data are identified as sunken road surface obstacles.

3. The vehicle suspension run-flat tire control method based on pre-aiming control according to claim 1, characterized in that, The step of classifying the target road condition into a hazard level based on the road condition parameters and vehicle speed to obtain the hazard level includes: Obtain multiple pre-defined hazard levels and their corresponding vehicle speed threshold ranges and terrain parameter threshold ranges; The vehicle speed is matched with each speed threshold range to obtain the first matching level; The height of the raised road surface obstacle or the depth of the sunken road surface obstacle is matched with the threshold range of various terrain parameters to obtain a second matching level; The highest hazard level is selected from the first matching level and the second matching level to obtain the current hazard level of the target road condition.

4. The vehicle suspension run-flat tire control method based on pre-aiming control according to claim 1, characterized in that, Based on the danger level and the arrival time, before the wheels reach the location of the target road condition, a pre-aiming control command is generated to instruct the fully active suspension shock absorbers to increase damping force, including: Obtain the pre-control intervention time corresponding to the danger level; the pre-control intervention time is a preset value, which is used to characterize the shortest time required for the shock absorber to complete the increase of damping force from receiving the command; The target value for increasing the damping force is calculated based on the vehicle speed, the height of the raised road surface obstacle, or the depth of the sunken road surface obstacle. The cutoff time for the shock absorber to complete the increase of damping force is determined based on the arrival time. Based on the cutoff time and the pre-control intervention duration, the starting time of the increase in damping force is determined; the starting time is earlier than the time when the wheel contacts the target road condition; Starting from the initial moment, the damper is controlled to increase the damping force until the damping force of the damper reaches the target value.

5. The vehicle suspension run-flat tire control method based on pre-aiming control according to claim 1, characterized in that, The step of controlling the fully active suspension dampers of the wheels corresponding to the target road condition to increase the damping force according to the pre-aiming control command includes: The lateral position information of the target road condition is extracted from the pre-aiming information; the lateral position information is the position coordinates of the target road condition perpendicular to the vehicle's driving direction. Obtain the coordinates of the driving trajectory corresponding to each of the four wheels of the vehicle; The lateral position information is compared with the driving trajectory coordinates of the four wheels respectively, and the target wheel corresponding to the target road condition is matched from the four wheels according to the comparison results. Increase the damping force for the target wheel that is successfully matched, and maintain the initial damping force for the unmatched wheel.

6. The vehicle suspension run-flat tire control method based on pre-aiming control according to claim 1, characterized in that, The step of adjusting the damping force distribution of each wheel based on the deviation between the vehicle posture signal and a preset posture threshold to correct the vehicle posture includes: Acquire the vehicle's body attitude signal as it passes through the target road condition; the body attitude signal includes at least one of pitch angle, roll angle, and vertical acceleration; The attitude deviation type is determined based on the deviation between the vehicle attitude signal and its corresponding preset attitude threshold; the attitude deviation type includes pitch deviation and roll deviation. When the attitude deviation type is pitch deviation, the damping force difference between the front and rear axle wheels is adjusted according to the pitch angle deviation to suppress the pitch of the vehicle. When the attitude deviation type is roll deviation, damping compensation is performed on the opposite wheel of the axle where the wheel corresponding to the target road condition is located according to the roll angle deviation, so as to counteract the body roll offset caused by unilateral damping adjustment.

7. The vehicle suspension run-flat tire control method based on pre-aiming control according to claim 1, characterized in that, Also includes: After the wheels have completely passed the target road condition, it is determined whether the working condition release condition is met; the working condition release condition includes the wheels leaving the target road condition and the vehicle body attitude signal returning to a preset threshold range; When the working condition is met, a gradient linear decay method is adopted, and the corresponding reset time is matched according to the danger level. The real-time damping value is configured to decrease linearly from the increased damping value to the initial damping value within the reset time; the reset time is different for different hazard levels.

8. A vehicle suspension run-flat tire control device based on pre-aiming control, characterized in that, include: The acquisition unit is used to acquire forward-looking information of the road conditions ahead of the vehicle, identify the target road conditions ahead based on the forward-looking information, and calculate the road condition parameters of the target road conditions and the arrival time of the wheels to the target road conditions; the target road conditions include raised road obstacles or sunken road obstacles. The grading unit is used to classify the target road condition into hazard levels based on the road condition parameters and vehicle speed to obtain the hazard level; The generation unit is configured to generate a pre-aiming control command for instructing the fully active suspension shock absorbers to increase damping force before the wheels reach the location of the target road condition, based on the danger level and the arrival time. The control unit is used to control the fully active suspension shock absorber of the wheel corresponding to the target road condition to increase the damping force according to the pre-aiming control command; wherein, the compression damping is increased for raised road obstacles, and the tension damping is increased for depressed road obstacles. The correction unit is used to acquire the vehicle body attitude signal during the process of the wheels passing through the target road condition, and adjust the damping force distribution of each wheel according to the deviation between the vehicle body attitude signal and the preset attitude threshold, so as to correct the vehicle body attitude.

9. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1 to 7.

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