Suspension system control method, device, controller, storage medium and program product

Abstract

The application relates to a suspension system control method and device, a controller, a storage medium and a program product. The method comprises the following steps: acquiring terrain attribute data of an associated area of a target vehicle, constructing a terrain digital twin model of the associated area according to the terrain attribute data; acquiring a predicted driving terrain type based on the terrain digital twin model, and acquiring a driving safety coefficient of the target vehicle; the predicted driving terrain type is the terrain type of a predicted driving section of the target vehicle in the associated area; in the case that the predicted driving terrain type is a preset terrain type and the driving safety coefficient meets a preset condition, a target suspension arm angle of each wheel of the target vehicle is acquired based on a pre-constructed suspension system control target function; a target torque of a servo execution unit of the target vehicle is acquired according to the target suspension arm angle, and the output torque of the servo execution unit is adjusted according to the target torque. The method can improve the timeliness of suspension system control.

Description

Technical Field

[0001] This application relates to the field of automotive control technology, and in particular to a suspension system control method, device, controller, computer-readable storage medium, and computer program product. Background Technology

[0002] With the development of automotive control technology, a technology for controlling the automotive suspension system has emerged. This technology can collect vehicle driving data through automotive sensors, such as road bumpiness, vehicle pitch / roll angle, and real-time wheel status. The suspension control system then obtains the control parameters of the servo actuator based on the aforementioned vehicle driving data, and controls the servo actuator according to these control parameters.

[0003] In traditional technology, the control of a car's suspension system usually employs passive suspension or simple semi-active suspension technology. This technology can adjust the damping and spring stiffness to a fixed or stepped manner to adapt to different road surfaces, and control the vehicle's attitude at the vehicle level through body pitch / roll sensors, wheel speed sensors, etc.

[0004] However, in the above-mentioned suspension system control methods, for extreme terrains such as single-sided slopes, piles of rocks, and continuous potholes, the system usually only makes passive adjustments when the wheels have already lifted off the ground or are close to lifting off the ground. The suspension response is lagging, so the control timeliness of the current suspension system control methods is low. Summary of the Invention

[0005] Based on this, this application addresses the aforementioned technical problems by providing a suspension system control method, apparatus, controller, computer-readable storage medium, and computer program product that can improve the timeliness of suspension system control.

[0006] In a first aspect, this application provides a suspension system control method, including:

[0007] Obtain terrain attribute data of the associated area of ​​the target vehicle, and construct a terrain digital twin model of the associated area based on the terrain attribute data;

[0008] Based on the terrain digital twin model, the predicted driving terrain type associated with the target vehicle is obtained, and the driving safety coefficient of the target vehicle is obtained; the predicted driving terrain type is the terrain type of the predicted driving segment of the target vehicle in the associated area.

[0009] When the predicted driving terrain type is a preset terrain type and the driving safety coefficient meets preset conditions, the target suspension arm angles of each wheel of the target vehicle are obtained based on the pre-built suspension system control objective function.

[0010] The target torque of the servo actuator of the target vehicle is obtained based on the target suspension arm angle, and the output torque of the servo actuator is adjusted based on the target torque.

[0011] In one embodiment, the driving safety factor includes a ground clearance risk factor and a posture limit approach factor. Obtaining the driving safety factor of the target vehicle includes: obtaining the ground contact pressure and suspension travel of each wheel, and obtaining the vehicle body posture angle of the target vehicle; obtaining the rated ground contact pressure, rated suspension travel, and limit permissible posture angle of the target vehicle; the rated ground contact pressure is the theoretical ground contact pressure of the target vehicle under the current load condition, the rated suspension travel is the maximum suspension travel of the target vehicle, and the limit permissible posture angle is the maximum permissible vehicle body posture angle of the target vehicle under the current driving mode; obtaining the ground clearance risk factor based on the ratio between the ground contact pressure and the rated ground contact pressure, and the ratio between the suspension travel and the rated suspension travel, and obtaining the posture limit approach factor based on the ratio between the vehicle body posture angle and the limit permissible posture angle.

[0012] In one embodiment, obtaining the target suspension arm angles of each wheel of the target vehicle based on a pre-built suspension system control objective function includes: acquiring driving state data of the target vehicle; inputting the driving state data into the suspension system control objective function, and solving the suspension system control objective function based on preset constraints to maximize the average ground contact rate of each wheel, minimize the vertical acceleration of the target vehicle body, and minimize the rate of change of the target vehicle body attitude angle; the preset constraints include a first constraint that the minimum ground clearance of the target vehicle is not lower than a preset clearance threshold, a second constraint that the body attitude angle of the target vehicle does not exceed the limit allowable attitude angle, a third constraint that the suspension travel of each wheel does not exceed the rated suspension travel, and a fourth constraint that the output torque of the servo execution unit does not exceed a preset output torque threshold; and using the suspension arm angles of each wheel obtained by solving the suspension system control objective function as the target suspension arm angles of each wheel.

[0013] In one embodiment, the associated region includes: the underside region of the target vehicle, the lateral region of the target vehicle, and the front region of the target vehicle; obtaining the terrain attribute data of the associated region of the target vehicle includes: obtaining visual perception data and driving status data of the target vehicle; the visual perception data includes first visual perception data and second visual perception data, the first visual perception data being the forward visual perception data of the target vehicle, and the second visual perception data being the lateral visual perception data of the target vehicle; obtaining the terrain attribute data of the front region based on the first visual perception data; obtaining the terrain attribute data of the underside region based on the driving status data; and obtaining the terrain attribute data of the lateral region based on the driving status data and the second visual perception data.

[0014] In one embodiment, the terrain attribute data of the vehicle underside region includes: geometric attribute data and physical attribute data of the target vehicle's underside region; obtaining the terrain attribute data of the vehicle underside region based on the driving state data includes: obtaining suspension travel change data, ground pressure change data, and vibration characteristic data of each wheel, as well as the vehicle body attitude angle of the target vehicle, from the driving state data; obtaining the geometric attribute data of the vehicle underside region based on the suspension travel change data of each wheel and the vehicle body attitude angle, and obtaining the physical attribute data of the vehicle underside region based on the ground pressure change data and vibration characteristic data of each wheel.

[0015] In one embodiment, the terrain attribute data of the lateral region includes the geometric attribute data and the physical attribute data of the lateral region; obtaining the terrain attribute data of the lateral region based on the driving state data and the second visual perception data includes: obtaining the suspension travel difference and ground pressure difference between adjacent wheels of the target vehicle, and the roll acceleration of the target vehicle from the driving state data; obtaining the geometric attribute data of the lateral region based on the suspension travel difference and the roll acceleration; and obtaining the physical attribute data of the lateral region based on the ground pressure difference and the second visual perception data.

[0016] In one embodiment, the terrain attribute data includes geometric attribute data and physical attribute data of the associated region; constructing a terrain digital twin model of the associated region based on the terrain attribute data includes: dividing the associated region into multiple terrain grid units according to a preset grid size, and obtaining geometric attribute data and physical attribute data of each terrain grid unit from the terrain attribute data; constructing a digital twin model of the terrain grid unit using the geometric attribute data and physical attribute data of any terrain grid unit; and constructing a terrain digital twin model of the associated region using the digital twin models of each terrain grid unit.

[0017] In one embodiment, adjusting the output torque of the servo actuator based on the target torque includes: when the rate of change of the output torque of the servo actuator exceeds a preset rate of change threshold, and the vibration acceleration of the target vehicle's suspension tower top is greater than a preset acceleration threshold, limiting the amplitude of the target torque to a preset range, and obtaining a first torque correction amount based on the rate of change of the output torque; adjusting the output torque of the servo actuator using the amplitude-limited target torque and the first torque correction amount; when the ground pressure of any wheel of the target vehicle decreases by more than a preset amplitude threshold within a preset time, and the ground clearance risk coefficient in the driving safety coefficient exceeds a preset threshold, obtaining a second torque correction amount based on the ground clearance risk coefficient; and adjusting the output torque of the servo actuator using the target torque and the second torque correction amount.

[0018] In one embodiment, the terrain attribute data is obtained based on data collected by multiple sensors installed on the target vehicle, and the number of servo execution units is multiple. The method further includes: when a first sensor is detected to be faulty, obtaining estimated data of the first sensor using data collected by a second sensor other than the first sensor, and obtaining the terrain attribute data using the data collected by the second sensor and the estimated data of the first sensor; the first sensor is any one of the multiple sensors other than a preset sensor; when any first servo execution unit is detected to be faulty, locking the first servo execution unit for safety, and adjusting the output torque of the second servo execution units other than the first servo execution unit according to the target torque; when multiple servo execution units are detected to be faulty, or the preset sensor is detected to be faulty, cutting off the torque output of each servo execution unit and sending an alarm signal.

[0019] Secondly, this application also provides a suspension system control device, comprising:

[0020] The twin model construction module is used to acquire terrain attribute data of the associated area of ​​the target vehicle, and construct a terrain digital twin model of the associated area based on the terrain attribute data.

[0021] The terrain classification and assessment module is used to obtain the predicted driving terrain type associated with the target vehicle based on the terrain digital twin model, and to obtain the driving safety coefficient of the target vehicle; the predicted driving terrain type is the terrain type of the predicted driving road segment of the target vehicle in the associated area;

[0022] The suspension attitude solving module is used to obtain the target suspension arm angle of each wheel of the target vehicle based on a pre-built suspension system control objective function, provided that the predicted driving terrain type is a preset terrain type and the driving safety coefficient meets preset conditions.

[0023] The output torque adjustment module is used to obtain the target torque of the servo actuator of the target vehicle according to the target suspension arm angle, and adjust the output torque of the servo actuator according to the target torque.

[0024] Thirdly, this application also provides a controller, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the methods described above.

[0025] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described above.

[0026] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in any of the above aspects.

[0027] The aforementioned suspension system control method, device, controller, computer-readable storage medium, and computer program product acquire terrain attribute data of the associated area of ​​the target vehicle, construct a terrain digital twin model of the associated area based on the terrain attribute data, acquire the predicted driving terrain type associated with the target vehicle based on the terrain digital twin model, and acquire the driving safety coefficient of the target vehicle; the predicted driving terrain type is the terrain type of the predicted driving segment of the target vehicle in the associated area; when the predicted driving terrain type is a preset terrain type and the driving safety coefficient meets preset conditions, acquire the target suspension arm angle of each wheel of the target vehicle based on a pre-constructed suspension system control objective function; acquire the target torque of the servo actuator of the target vehicle based on the target suspension arm angle, and adjust the output torque of the servo actuator based on the target torque. This application utilizes the terrain attributes of the area associated with the target vehicle to construct a terrain digital twin model of the associated area. This model allows for the determination of the terrain type when the target vehicle travels on a predicted road segment, along with a driving safety coefficient. If the terrain type and driving safety coefficient meet the requirements, the target suspension arm angles for each wheel can be calculated using an objective function. This yields the target torque, which is then used to adjust the output torque of the servo actuator. This method predicts the terrain type of the target vehicle's future travel segment using the terrain digital twin model, proactively adjusting the output torque of the servo actuator in advance to control the suspension system. Therefore, it improves the timeliness of suspension system control. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of an optional flow of a suspension system control method in one embodiment;

[0030] Figure 2 This is a schematic diagram of an optional process for obtaining the driving safety coefficient in one embodiment;

[0031] Figure 3 This is a schematic diagram of an optional process for obtaining terrain attribute data in one embodiment;

[0032] Figure 4 This is a schematic diagram of an optional process for constructing a terrain digital twin model in one embodiment;

[0033] Figure 5This is a schematic diagram of an optional framework for an intelligent suspension attitude control system in one embodiment;

[0034] Figure 6 This is an optional workflow diagram of an intelligent suspension attitude control system in one embodiment;

[0035] Figure 7 This is a schematic diagram of an optional structure of the suspension system control device in one embodiment;

[0036] Figure 8 This is a schematic diagram of an optional internal structure of the controller in one embodiment. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of this application.

[0038] The terms "first," "second," etc., used in this application may be used to describe various elements, but these elements are not limited by these terms. These terms are used only to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0039] In one embodiment, such as Figure 1 As shown, a suspension system control method is provided. This embodiment illustrates the application of this method to a controller. In this embodiment, the method includes the following steps:

[0040] Step S101: Obtain terrain attribute data of the associated area of ​​the target vehicle, and construct a terrain digital twin model of the associated area based on the terrain attribute data.

[0041] The target vehicle refers to a vehicle equipped with a suspension system that needs to be controlled. The associated area refers to a pre-defined area of ​​interest for the vehicle used to control the suspension system. This area of ​​interest can refer to a pre-defined terrain area for which a digital twin model needs to be generated, such as the area in front of the vehicle. The terrain attribute data refers to terrain attribute information related to the area. The terrain digital twin model refers to a digital twin model used to describe the terrain of the associated area.

[0042] Specifically, the suspension system controller can collect terrain attribute data corresponding to the associated area of ​​the target vehicle during the vehicle's operation, and then use the terrain attribute data to construct a digital twin model of the terrain of the associated area.

[0043] Step S102: Based on the terrain digital twin model, obtain the predicted driving terrain type associated with the target vehicle and obtain the driving safety coefficient of the target vehicle; the predicted driving terrain type is the terrain type of the predicted driving segment of the target vehicle in the associated area.

[0044] Predicted driving terrain type refers to the terrain type corresponding to the predicted driving route, while the predicted driving route refers to the route that the target vehicle will travel over a period of time in the future. For example, a sliding time window method can be used to predict the relative positional relationship between each unit and each wheel in a related area over a period of time in the future, thereby obtaining the predicted driving route of the target vehicle. The driving safety coefficient is a coefficient used to evaluate the driving safety level of the target vehicle.

[0045] Specifically, after the controller completes the creation of the terrain digital twin model, it can first determine the road segments that the target vehicle will pass through in the future based on the terrain digital twin model, that is, predict the terrain type of the driving segment, and can also calculate the driving safety coefficient of the target vehicle.

[0046] Step S103: If the predicted driving terrain type is a preset terrain type and the driving safety coefficient meets the preset conditions, the target suspension arm angle of each wheel of the target vehicle is obtained based on the pre-built suspension system control objective function.

[0047] The preset terrain type refers to the pre-set terrain type that requires the suspension system to be activated, such as single-sided slope, pile of rocks, continuous potholes, deep pits / steps, etc. The suspension system control objective function is the pre-set control objective function, and the target suspension arm angle refers to the suspension arm angle that each wheel needs to meet.

[0048] Specifically, if the predicted driving terrain type is the preset terrain type and the driving safety coefficient meets the preset conditions, that is, when the suspension system control start conditions are met, the controller can first use the preset suspension system control objective function to calculate the suspension arm angle of each wheel.

[0049] Step S104: Obtain the target torque of the servo actuator of the target vehicle based on the target suspension arm angle, and adjust the output torque of the servo actuator based on the target torque.

[0050] The target torque refers to the target output torque value of each servo actuator of the target vehicle. This servo actuator is the suspension system control actuator. After obtaining the target suspension arm angle, the target suspension arm angle can be used as the input of the position loop to obtain the target torque of each servo actuator. Then, the target torque can be used as the input of the torque loop to adjust the output torque of each servo actuator.

[0051] In the aforementioned suspension system control method, terrain attribute data of the associated area of ​​the target vehicle is acquired, and a terrain digital twin model of the associated area is constructed based on the terrain attribute data. Based on the terrain digital twin model, the predicted driving terrain type associated with the target vehicle is acquired, and the driving safety coefficient of the target vehicle is acquired. The predicted driving terrain type is the terrain type of the predicted driving segment of the target vehicle in the associated area. When the predicted driving terrain type is a preset terrain type and the driving safety coefficient meets preset conditions, the target suspension arm angle of each wheel of the target vehicle is acquired based on the pre-constructed suspension system control objective function. The target torque of the servo actuator of the target vehicle is acquired based on the target suspension arm angle, and the output torque of the servo actuator is adjusted based on the target torque. This application utilizes the terrain attributes of the area associated with the target vehicle to construct a terrain digital twin model of the associated area. This model allows for the determination of the terrain type when the target vehicle travels on a predicted road segment, along with a driving safety coefficient. If the terrain type and driving safety coefficient meet the requirements, the target suspension arm angles for each wheel can be calculated using an objective function. This yields the target torque, which is then used to adjust the output torque of the servo actuator. This method predicts the terrain type of the target vehicle's future travel segment using the terrain digital twin model, proactively adjusting the output torque of the servo actuator in advance to control the suspension system. Therefore, it improves the timeliness of suspension system control.

[0052] In one embodiment, the driving safety factor includes a ground clearance risk factor and an attitude limit approach factor, such as Figure 2 As shown, step S102 may further include:

[0053] Step S201: Obtain the ground pressure and suspension travel of each wheel, and obtain the body attitude angle of the target vehicle.

[0054] The ground pressure of each wheel can be collected by the wheel end pressure sensor installed at the wheel hub bearing. It can refer to the pressure value of the vertical force exerted by the tire on the ground. The suspension travel is the real-time compression or extension travel of the suspension collected by the suspension travel sensor installed on the suspension cylinder. The vehicle attitude angle refers to the vehicle attitude angle collected by the vehicle inertial measurement unit (IMU), which can include pitch angle and roll angle.

[0055] Specifically, when calculating the driving safety coefficient, the ground pressure and suspension travel of each wheel of the target vehicle can be collected by the various sensors installed on the target vehicle, and the body attitude angle of the target vehicle can also be obtained.

[0056] Step S202: Obtain the rated ground pressure, rated suspension travel, and limit permissible attitude angle of the target vehicle; the rated ground pressure is the theoretical ground pressure of the target vehicle under the current load condition, the rated suspension travel is the maximum suspension travel of the target vehicle, and the limit permissible attitude angle is the maximum permissible body attitude angle of the target vehicle under the current driving mode.

[0057] Rated ground pressure refers to the theoretical ground pressure of the target vehicle under its current load condition, which can be obtained based on the target vehicle's current load condition. Rated suspension travel refers to the maximum suspension travel of the target vehicle's suspension system, which can be preset. Limiting permissible attitude angles refer to the maximum permissible body attitude angles of the target vehicle under the current driving mode. For example, if the current driving mode is off-road mode, the maximum permissible pitch angle can be set to 20°, and the maximum permissible roll angle can be set to 15°. If the current driving mode is on-road mode, both the pitch and roll angles will be reduced accordingly.

[0058] Specifically, the controller can also obtain the rated ground pressure and the pre-set rated suspension travel based on the current load status of the target vehicle, and obtain the limit allowable attitude angle based on the current driving mode of the target vehicle.

[0059] Step S203: Based on the ratio between ground pressure and rated ground pressure, and the ratio between suspension travel and rated suspension travel, obtain the ground clearance risk coefficient, and based on the ratio between vehicle body attitude angle and limit allowable attitude angle, obtain the attitude limit approach coefficient.

[0060] In this embodiment, the driving safety coefficient can include two coefficients: a ground clearance risk coefficient and a posture limit approach coefficient. The ground clearance risk coefficient assesses the potential ground clearance probability of each wheel at a future moment, and its value ranges from 0 to 1. The closer the value is to 1, the higher the ground clearance risk. The posture limit approach coefficient assesses the degree to which the vehicle body posture approaches the safety limit, and its value also ranges from 0 to 1. The closer the value is to 1, the closer the vehicle body posture is to the safety limit. Therefore, in this embodiment, the driving safety coefficient meeting the preset conditions can mean that either the ground clearance risk coefficient exceeds a preset value, or the posture limit approach coefficient exceeds a preset value.

[0061] Finally, the controller can use the ratio between the ground pressure and the rated ground pressure, and the ratio between the suspension travel and the rated suspension travel, to obtain the ground clearance risk coefficient, and the ratio between the vehicle body attitude angle and the limit allowable attitude angle to obtain the attitude limit approach coefficient.

[0062] For example, the risk coefficient of being off the ground It can be calculated using the following formula:

[0063]

[0064] in, Indicates the risk coefficient at ground level. Indicates grounding pressure. Indicates the rated grounding pressure. Indicates suspension travel. Indicates the rated suspension travel.

[0065] Attitude limit proximity coefficient The result is obtained using the following formula:

[0066]

[0067] in, This represents the attitude limit proximity coefficient. This indicates the vehicle's attitude angle, while This indicates the maximum permissible vehicle body attitude angle.

[0068] In this embodiment, the driving safety coefficient may include a ground clearance risk coefficient and a posture limit approach coefficient. The ground clearance risk coefficient can be calculated based on the ground pressure of each wheel and the suspension travel, while the posture limit approach coefficient is calculated based on the vehicle body posture angle. In this way, driving safety can be assessed from the potential ground clearance of the wheels in the future and the degree to which the vehicle body posture approaches the safety limit. This method can improve the safety level of suspension system control.

[0069] In one embodiment, step S103 may further include: acquiring driving state data of the target vehicle; inputting the driving state data into the suspension system control objective function, and solving the suspension system control objective function based on preset constraints to maximize the average ground contact rate of each wheel, minimize the vertical acceleration of the target vehicle body, and minimize the rate of change of the target vehicle body attitude angle; the preset constraints include a first constraint that the minimum ground clearance of the target vehicle is not lower than a preset clearance threshold, a second constraint that the body attitude angle of the target vehicle does not exceed the limit allowable attitude angle, a third constraint that the suspension travel of each wheel does not exceed the rated suspension travel, and a fourth constraint that the output torque of the servo execution unit does not exceed a preset output torque threshold; and using the suspension arm angle of each wheel obtained by solving the suspension system control objective function as the target suspension arm angle of each wheel.

[0070] Driving status data refers to driving data related to the target vehicle, such as tire ground pressure of each wheel, suspension travel of each wheel, wheel-end vibration characteristics of each wheel, and vehicle body attitude angle, etc. Preset constraint conditions refer to pre-set suspension system control constraint conditions, which may include a first constraint condition, a second constraint condition, a third constraint condition, and a fourth constraint condition. The first constraint condition is that the minimum ground clearance of the target vehicle is not lower than a preset clearance threshold, that is, the minimum ground clearance of the vehicle is not lower than a safety threshold. The second constraint condition is that the vehicle body attitude angle does not exceed the limit allowable attitude angle, that is, the body roll angle or pitch angle does not exceed the allowable limit. The third constraint condition is that the suspension travel of each wheel does not exceed the rated suspension travel, that is, the suspension travel of each wheel does not exceed the mechanical limit. The fourth constraint condition is that the output torque of the servo actuator does not exceed the preset output torque threshold, that is, the output force of the servo actuator does not exceed the rated value.

[0071] In this embodiment, the suspension system control objective function can be solved by finding its optimal value through constraints. This optimal value can correspond to maximizing the average contact ratio of each wheel, minimizing the vertical acceleration of the target vehicle body, and minimizing the rate of change of the target vehicle body attitude angle. Specifically, the suspension system control objective function can be set based on a comprehensive objective of maximizing the average contact ratio of each wheel, minimizing the vertical acceleration of the target vehicle body, and minimizing the rate of change of the target vehicle body attitude angle. The weight corresponding to each objective can be dynamically adjusted according to the driving mode. By calculating the optimal value of the objective function, the suspension system control objective function can be solved with the comprehensive objective of maximizing the average contact ratio of each wheel, minimizing the vertical acceleration of the target vehicle body, and minimizing the rate of change of the target vehicle body attitude angle.

[0072] Specifically, a suspension system control objective function can be pre-set, which comprehensively aims to maximize the average ground contact rate of each wheel, minimize the vertical acceleration of the target vehicle body, and minimize the rate of change of the target vehicle body attitude angle. Multiple constraints for solving the suspension system control objective function are also pre-set. After obtaining the target vehicle's driving state data, the controller can input the driving state data into the suspension system control objective function, thereby solving the suspension system control objective function under the pre-set constraints to obtain the optimal solution. The suspension arm angles of each wheel under the optimal solution are then used as the target suspension arm angles for each wheel.

[0073] In this embodiment, driving state data can be input into the suspension system control objective function, and the optimal solution of the suspension system control objective function can be obtained by using the constraint conditions to obtain the target suspension arm angle. This method can improve the accuracy of obtaining the target suspension arm angle.

[0074] In one embodiment, the associated area includes: the underside area of ​​the target vehicle, the lateral area of ​​the target vehicle, and the front area of ​​the target vehicle; such as Figure 3 As shown, step S101 may further include:

[0075] Step S301: Obtain visual perception data and driving status data of the target vehicle; the visual perception data includes first visual perception data and second visual perception data, the first visual perception data is the forward visual perception data of the target vehicle, and the second visual perception data is the lateral visual perception data of the target vehicle.

[0076] In this embodiment, the associated area of ​​the target vehicle can be composed of three parts: the undercarriage area, the lateral area, and the front area. Therefore, the terrain attribute data of the associated area can also include the terrain attribute data of the undercarriage area, the lateral area, and the front area. The visual perception data refers to the data collected by the forward-looking perception unit, which can be set above the front axle and can obtain mid-range terrain information in front of the vehicle to achieve terrain pre-aiming.

[0077] Furthermore, the visual perception data collected by the forward-looking perception unit can also be composed of two parts: first visual perception data and second visual perception data. The first visual perception data refers to the forward visual perception data of the target vehicle, that is, the forward field of vision data of the target vehicle, while the second visual perception data refers to the lateral visual perception data of the target vehicle, that is, the lateral field of vision data of the target vehicle.

[0078] Specifically, the controller can acquire visual perception data of the target vehicle through the forward-looking perception unit, and collect driving status data of the target vehicle through sensors installed on the target vehicle.

[0079] Step S302: Obtain terrain attribute data of the area in front based on the first visual perception data;

[0080] Step S303: Obtain terrain attribute data for the area under the vehicle based on the driving status data;

[0081] Step S304: Obtain terrain attribute data for the lateral area based on driving status data and second visual perception data.

[0082] Then, based on the visual perception data and driving status data, the terrain attribute data of the front area, the under-vehicle area and the side area can be obtained respectively. The terrain attribute data of the front area is mainly obtained through the first visual perception data, the terrain attribute data of the under-vehicle area is mainly obtained through the driving status data, and the terrain attribute data of the side area is obtained by combining the driving status data and the second visual perception data.

[0083] In this embodiment, the visual perception data and driving status data of the target vehicle can be combined to obtain the terrain attribute data of the front area, the underside area and the side area respectively. This method can improve the data integrity of the terrain attribute data of the associated areas.

[0084] Furthermore, the terrain attribute data of the vehicle underside area includes: geometric attribute data and physical attribute data of the target vehicle's underside area; step S303 may further include: obtaining suspension travel change data, ground pressure change data and vibration characteristic data of each wheel from the driving state data, as well as the vehicle body attitude angle of the target vehicle; obtaining geometric attribute data of the vehicle underside area based on the suspension travel change data of each wheel and the vehicle body attitude angle, and obtaining physical attribute data of the vehicle underside area based on the ground pressure change data and vibration characteristic data of each wheel.

[0085] In this embodiment, the terrain attribute data may include two types of attribute data: geometric attribute data and physical attribute data. The geometric attribute data may include the height, slope and aspect of the terrain, while the physical attribute data may include the support stiffness, surface roughness and adhesion potential of the terrain.

[0086] Specifically, the controller can first extract the suspension travel, ground pressure, and vibration characteristics of each wheel from the driving status data, and can also extract the vehicle body attitude angle from the driving status data. Then, based on the suspension travel and ground pressure of each wheel, it can obtain the changes in suspension travel and ground pressure of each wheel, as the suspension travel change data and ground pressure change data.

[0087] After the controller completes data extraction, it can use the suspension travel change data and vehicle body attitude angle to estimate the geometric property data of the undercarriage area. At the same time, it can also use the ground pressure change data and vibration characteristic data of each wheel to estimate the physical property data of the undercarriage area.

[0088] In this embodiment, the geometric attribute data of the vehicle underside area can also be obtained by using the suspension travel change data of each wheel and the vehicle body attitude angle, and the physical attribute data of the vehicle underside area can be obtained by using the ground pressure change data and vibration characteristic data of each wheel. This method can improve the accuracy of obtaining the terrain attribute data of the vehicle underside area.

[0089] In addition, the terrain attribute data of the lateral region includes the geometric attribute data and the physical attribute data of the lateral region; step S304 may further include: obtaining the suspension travel difference and ground pressure difference between adjacent wheels of the target vehicle and the roll acceleration of the target vehicle from the driving state data; obtaining the geometric attribute data of the lateral region based on the suspension travel difference and roll acceleration, and obtaining the physical attribute data of the lateral region based on the ground pressure difference and the second visual perception data.

[0090] Similarly, the terrain attribute data for the lateral region can also include two parts: geometric attribute data and physical attribute data for the lateral region. Specifically, the controller can first extract the suspension travel and ground pressure of each wheel from the driving status data, and can also extract the roll acceleration of the target vehicle from the driving status data. Then, based on the suspension travel and ground pressure of each wheel, the differences in suspension travel and ground pressure between adjacent wheels can be obtained.

[0091] After the controller completes the above data extraction, it can use the difference in suspension travel and roll acceleration to estimate the geometric property data of the lateral area. At the same time, it can use the difference in ground pressure and second visual perception data to supplement the physical property data of the vehicle underside area.

[0092] In this embodiment, the geometric attribute data of the lateral region can also be obtained by utilizing the difference in suspension travel and roll acceleration between adjacent wheels, and the physical attribute data of the lateral region can be obtained by utilizing the difference in ground pressure between adjacent wheels and the second visual perception data. This method can improve the integrity of the terrain attribute data of the lateral region.

[0093] In one embodiment, terrain attribute data includes geometric attribute data and physical attribute data of the associated region; such as Figure 4 As shown, step S101 may further include:

[0094] Step S401: Divide the associated area into multiple terrain grid units according to the preset grid size, and obtain the geometric attribute data and physical attribute data of each terrain grid unit from the terrain attribute data.

[0095] The preset grid size can be determined based on the combined requirements of computing power and perception accuracy. In this embodiment, the controller can divide the associated area of ​​the target vehicle, namely the underside area, side area and front area of ​​the target vehicle, into multiple terrain grid units according to the preset grid size, and extract the geometric attribute data and physical attribute data corresponding to each terrain grid unit from the terrain attribute data.

[0096] Step S402: For any terrain grid cell, construct a digital twin model of the terrain grid cell using the geometric and physical attribute data of the terrain grid cell.

[0097] Step S403: Construct a terrain digital twin model of the associated region using the digital twin models of each terrain grid unit.

[0098] Then, the controller can use the geometric and physical attribute data of each terrain grid cell to construct a digital twin model of each terrain grid cell, thereby using the digital twin model of each terrain grid cell to obtain a complete terrain digital twin model of the associated region.

[0099] In this embodiment, the associated area can be divided into multiple terrain grid units by setting a preset grid size. Then, the geometric and physical attribute data of each terrain grid unit can be used to construct a digital twin model of each terrain grid unit to form a terrain digital twin model of the associated area. This method can improve the efficiency of terrain digital twin model construction.

[0100] In one embodiment, step S104 may further include: when it is detected that the rate of change of the output torque of the servo actuator exceeds a preset rate of change threshold, and the vibration acceleration of the target vehicle's suspension tower top is greater than a preset acceleration threshold, limiting the amplitude of the target torque to a preset range, and obtaining a first torque correction amount based on the rate of change of the output torque; adjusting the output torque of the servo actuator using the amplitude-limited target torque and the first torque correction amount; when it is detected that the ground pressure of any wheel of the target vehicle decreases by more than a preset amplitude threshold within a preset time, and the ground clearance risk coefficient in the driving safety coefficient exceeds a preset threshold, obtaining a second torque correction amount based on the ground clearance risk coefficient; and adjusting the output torque of the servo actuator using the target torque and the second torque correction amount.

[0101] In this embodiment, the process of adjusting the output torque of the servo actuator through the target torque has corresponding intervention procedures for certain special working conditions. For example, in the case of excessive impact, i.e., when the rate of change of the actuator torque exceeds the safety threshold and the vibration acceleration of the suspension tower top increases abnormally, the controller can first limit the amplitude of the target torque to a preset range and obtain a first torque correction amount based on the rate of change of the output torque. This first torque correction amount can be used as a buffer correction amount to offset the sudden torque change, absorb the impact energy, and thus protect the mechanical structure. In the case of the tire about to lift off the ground, i.e., when the wheel end ground contact pressure drops rapidly and the ground lift risk factor exceeds the warning value, the controller can first obtain a second torque correction amount based on the ground lift risk value. This second torque correction amount can be used to drive the suspension to quickly lift the corresponding wheel center, while coordinating the output torque of other wheels to avoid drastic changes in the vehicle's posture.

[0102] Specifically, under conditions of excessive impact, i.e. when the rate of change of the output torque of the servo actuator exceeds a preset rate of change threshold and the vibration acceleration of the target vehicle's suspension tower exceeds a preset acceleration threshold, the controller can first limit the amplitude of the target torque to a preset range. At the same time, based on the rate of change of the output torque, it obtains a first torque correction amount as a buffer correction amount. Thus, the target torque with limited amplitude and the first torque correction amount are used to adjust the output torque of the servo actuator.

[0103] When the tires are about to leave the ground, that is, when the ground pressure of any wheel of the target vehicle drops by more than a preset threshold within a preset time and the ground leave risk coefficient in the driving safety factor exceeds the preset threshold, the controller can first calculate the second torque correction amount based on the ground leave risk coefficient, and then use the target torque and the second torque correction amount to adjust the output torque of the servo actuator.

[0104] In this embodiment, the target torque can also be intervened when the vehicle is under certain special working conditions, thereby using the intervened target torque to adjust the output torque of the servo actuator. This method can improve the stability of the output torque adjustment of the servo actuator.

[0105] In addition, the terrain attribute data is obtained based on data collected by multiple sensors installed on the target vehicle, and the number of servo actuators is multiple; the suspension system control method may further include: when a fault is detected in the first sensor, obtaining estimated data of the first sensor through data collected by a second sensor other than the first sensor, and obtaining terrain attribute data using the data collected by the second sensor and the estimated data of the first sensor; the first sensor is any one of the multiple sensors other than a preset sensor; when a fault is detected in any first servo actuator, locking the first servo actuator for safety, and adjusting the output torque of the second servo actuators other than the first servo actuator according to the target torque; when a fault is detected in multiple servo actuators, or a preset sensor, cutting off the torque output of each servo actuator and sending an alarm signal.

[0106] In this embodiment, terrain attribute data can be obtained from data collected by multiple sensors installed on the target vehicle. For example, the target vehicle may be equipped with wheel end pressure sensors, suspension travel sensors, suspension tower vibration sensors, and a vehicle inertial measurement unit, etc., corresponding to each wheel. The data collected by the above sensors can be used to estimate the terrain attribute data. Similarly, the number of servo execution units can also be multiple, each corresponding to a different wheel.

[0107] Specifically, if one of the multiple sensors, excluding the preset sensor (e.g., the vehicle inertial measurement unit), malfunctions, the data collected by the remaining sensors can be used to estimate the data of the malfunctioning sensor. In other words, when the first sensor malfunctions, the data collected by the second sensor can be combined with the vehicle dynamics model to estimate the data of the first sensor. Then, the terrain attribute data of the associated area can be obtained using the data collected by the second sensor and the estimated data of the first sensor.

[0108] If any one of the multiple servo execution units fails, that execution unit can be automatically locked in a safe position, while the remaining execution units continue to work. That is, when the first servo execution unit fails, the first servo execution unit is locked in a safe position, and the output torque of the second servo execution unit other than the first servo execution unit is adjusted according to the target torque.

[0109] If multiple servo actuators fail, or if the preset sensor (vehicle inertial measurement unit) fails, the power output of the servo actuators will be cut off, that is, the torque output of each servo actuator will be cut off, and a fault warning signal will be sent to the driver through the instrument panel.

[0110] In this embodiment, in the event of a fault, different fault control methods can be applied to the suspension system control according to the specific fault situation, thereby ensuring driving safety even when some components fail.

[0111] In one embodiment, a global terrain-aware intelligent suspension attitude control system is also provided, the framework of which can be as follows: Figure 5 As shown, the system adopts a "layered decoupling, modular integration" architecture design, and mainly consists of the following six core parts:

[0112] 1. Global Terrain Perception Subsystem:

[0113] Constructing a multi-dimensional sensor matrix encompassing "wheel-end contact perception + vehicle posture perception + forward-looking pre-aiming perception" enables comprehensive acquisition of terrain information across the entire domain, which may include:

[0114] (1) Independent wheel end assembly (1 set per wheel):

[0115] Wheel end pressure sensor: Installed at the wheel hub bearing, it monitors the tire ground contact pressure and its changing trend in real time;

[0116] Suspension travel sensor: Installed on the suspension cylinder, it measures the real-time compression / tension travel of the suspension;

[0117] Vibration sensor on top of suspension tower: installed at the connection point between the suspension and the vehicle frame to capture high-frequency vibration characteristics generated by road surface excitation;

[0118] Servo actuator: Installed at the connection position between the upper control arm and the frame, it actively reconstructs the spatial attitude of the suspension arm by actively adjusting the angle between the upper and lower control arms.

[0119] (2) Shared components for the whole vehicle:

[0120] Vehicle Inertial Measurement Unit (IMU): Installed at the vehicle's center of gravity, it collects three-axis attitude angles and acceleration information of the vehicle body, serving as a reference for overall vehicle attitude control;

[0121] Forward-looking perception unit: Installed above the front axle, it acquires mid-range terrain information in front of the vehicle to achieve terrain preview.

[0122] 2. Road surface digital twin modeling module:

[0123] Using the vehicle as a reference frame, the area of ​​interest for vehicle movement is divided into several terrain grid cells, with the grid size determined based on a combination of vehicle speed and controller computing power. Based on multi-source sensor data fusion, a digital twin model containing both geometric and physical attributes is constructed for each grid cell.

[0124] Geometric attributes: including grid height, slope, and aspect, reflecting the spatial morphology of the terrain;

[0125] Physical properties: including the surface roughness of the mesh, effective support stiffness, and adhesion potential, reflecting the mechanical properties of the terrain.

[0126] Ultimately, a digital twin model of the entire road surface covering the front, bottom, and sides of the wheels is formed and dynamically updated based on real-time perception data. The model simultaneously outputs the area's "accessibility level" and "ground clearance safety margin," providing a basis for subsequent attitude decisions.

[0127] 3. Intelligent terrain prediction and attitude optimization module:

[0128] Based on a digital twin terrain model, a sliding time window method is used to predict the relative positional relationship between each terrain unit and each wheel over a future period, thereby completing terrain type identification and driving risk assessment. On this basis, a multi-constraint, multi-objective optimization problem is constructed to solve for the optimal suspension attitude.

[0129] Constraints: Taking into account the vehicle's ground clearance safety threshold, vehicle attitude limits, suspension mechanical travel limits, and actuator output capacity;

[0130] Objective function: The comprehensive objectives are "minimum tire ground clearance risk + maximum grip utilization + minimum vehicle posture fluctuation + optimal ride comfort". The weights of each objective can be dynamically adjusted according to the driving mode.

[0131] The solution output includes a complete set of attitude commands and corresponding execution trajectories, including the vertical displacement of each wheel target, the spatial angle of the target suspension arm, and the roll / pitch compensation of the vehicle target.

[0132] 4. Aerospace-grade electromechanical servo actuator:

[0133] Servo actuators are placed at key nodes of each wheel suspension arm, and different forms such as motor-screw or electromechanical hydraulic servo can be selected according to vehicle vehicle requirements. This actuator unit draws inspiration from the design concept of micro servos in aircraft wingtips in the aerospace field, and is optimized for lightweight design and high reliability to fit the limited installation space of the automotive chassis.

[0134] Core performance: It has millisecond-level response capability to meet the needs of rapid attitude reconstruction in complex off-road scenarios;

[0135] Built-in sensors: Integrates position and torque sensors to provide feedback signals for dual closed-loop control.

[0136] This unit breaks through the limitations of traditional suspensions that can only adjust damping and stiffness, and can actively change the spatial angle of the suspension arms to achieve explicit adjustment of wheel center height and tire force direction.

[0137] 5. Dual closed-loop suspension attitude control module:

[0138] It adopts a dual closed-loop control architecture of "outer loop position loop + inner loop torque loop" to balance adjustment accuracy and response speed:

[0139] Outer loop position loop: The target suspension arm angle output by the attitude optimization module is used as input, and the attitude is accurately tracked through closed-loop control;

[0140] Inner torque loop: Drawing on aviation redundant control logic, it adjusts the output torque of the actuator in real time to achieve precise control of tire ground contact force and suspension support force; in extreme conditions such as sudden impact or tires about to leave the ground, it prioritizes the triggering of safety protection logic to ensure the safety of the vehicle and mechanical structure.

[0141] Meanwhile, the control module interacts in real time with the vehicle's electronic stability system (ESP), traction control system, and intelligent driving domain controller via a high-speed bus to achieve deep coordinated control of chassis, power, and braking.

[0142] 6. System Architecture and Implementation:

[0143] Hardware compatibility:

[0144] The system is compatible with mainstream passenger vehicle suspension architectures such as MacPherson strut, double wishbone, and multi-link. In terms of structural design, it reuses the original suspension supports and spring damper positions as much as possible, and only adds servo actuators and sensors at key links. It does not require a complete chassis reconstruction, effectively controlling the cost of mass production modification.

[0145] Software layered architecture:

[0146] A four-layer software architecture is adopted, with each layer interacting through standard interfaces, facilitating development, testing, and upgrades.

[0147] Sensor fusion layer: performs preprocessing, time synchronization and data fusion of multi-source signals;

[0148] Terrain Modeling and Preview Layer: Construct a full-domain digital twin terrain model to complete terrain classification and risk assessment;

[0149] Attitude optimization layer: solves for the optimal suspension attitude and generates the execution trajectory;

[0150] Execution control layer: realizes dual closed-loop servo control, fault diagnosis and safety degradation.

[0151] like Figure 6 As shown, the specific control flow of this system is as follows:

[0152] Step 1: Synchronous acquisition of multi-source data.

[0153] All sensor data are collected synchronously at fixed intervals to complete data preprocessing and time synchronization, ensuring time consistency of data from different sources. This step also enables preliminary perception of the terrain under and to the sides of the vehicle.

[0154] Underground terrain: By utilizing the changes in suspension travel when the wheels roll over the ground, combined with the vehicle's pitch / roll angle, the terrain height and slope of the area under the vehicle that has been driven are calculated in reverse; at the same time, the support stiffness and road surface roughness of the area are estimated by the changes in wheel end pressure and vibration characteristics.

[0155] Lateral terrain: By combining the travel and pressure differences between adjacent wheels with the roll acceleration measured by the IMU, the lateral terrain changes of the vehicle are indirectly perceived; at the same time, the lateral field of view information of the forward-looking perception unit is reused and combined with the vehicle's movement trajectory to complete the lateral terrain.

[0156] Step 2: Digital twin modeling of the entire terrain.

[0157] Using the vehicle as the frame of reference, the areas of interest in front of, under, and to the sides of the vehicle are divided into several terrain grid cells. The grid size is determined based on a combination of computing power and perception accuracy requirements. Based on the multi-source data collected in step 1, a digital twin model containing both geometric and physical attributes is constructed for each grid cell.

[0158] Geometric attributes: including the height, slope, and aspect of the grid, which are mainly estimated from the suspension travel variation and vehicle attitude data;

[0159] Physical properties, including mesh support stiffness, surface roughness, and adhesion potential, are primarily estimated by combining wheel-end pressure variations and vibration characteristics. The model is updated in real-time at a fixed frequency to ensure the timeliness of terrain information.

[0160] Step 3, terrain classification and hazard assessment.

[0161] Based on a digital twin terrain model, the terrain types that vehicles will traverse in the current and near future are first identified, including but not limited to single-sided slopes, piles of rocks, continuous potholes, and deep pits / steps. Then, vehicle driving safety is quantitatively assessed by calculating two core risk indicators:

[0162] Off-ground risk coefficient Assess the potential for each wheel to lift off the ground at future moments, defined as: .in, This refers to the theoretical rated ground pressure of the vehicle under the corresponding load condition. This is the distance from the current suspension position to the maximum extension stroke. The value ranges from 0 to 1, with the closer the value is to 1, the higher the risk of being off the ground.

[0163] Attitude Limit Approach Coefficient The degree to which the vehicle body posture approaches the safety limit is defined as: .in, The actual attitude angles directly measured by the vehicle's IMU. The maximum permissible attitude angle is determined by combining chassis mechanical limits, vehicle stability, and ride comfort, and can be dynamically adjusted according to the driving mode (off-road / on-road). The value ranges from 0 to 1. The closer the value is to 1, the closer the vehicle's posture is to the safety limit.

[0164] Step 4: Solve for the optimal suspension attitude.

[0165] Based on terrain classification and hazard assessment results, a multi-constraint, multi-objective optimization problem is constructed to solve for the optimal suspension attitude at the current moment.

[0166] Constraints include: minimum ground clearance of the vehicle not being lower than the safety threshold, body roll / pitch angle not exceeding the allowable limit, suspension travel of each wheel not exceeding the mechanical limit, and servo actuator output force not exceeding the rated value.

[0167] Objective function: The overall objective is to maximize the average ground contact rate of the four wheels, minimize the vertical acceleration of the vehicle body, and minimize the change rate of the vehicle body attitude angle. The weight of each objective can be dynamically adjusted according to the driving mode (off-road mode prioritizes ground contact rate, and on-road mode prioritizes comfort).

[0168] The solution yields three core output quantities, each corresponding to different requirements in subsequent control stages:

[0169] Target suspension arm angles for each wheel: directly used as the target input for the position loop in the dual closed-loop control;

[0170] Vertical displacement of each wheel: used for suspension travel constraint and safety verification to prevent actuator overtravel;

[0171] Vehicle body attitude compensation: used for the stability and coordination of the vehicle's attitude, and provides a basis for attitude correction for the torque loop.

[0172] Step 5: Dual closed-loop servo attitude control.

[0173] The system adopts a dual closed-loop control architecture consisting of an outer position loop and an inner torque loop, which balances adjustment accuracy and response speed to achieve precise, fast, and robust control of the suspension attitude.

[0174] Position loop: Using the target suspension arm angle output in step 4 as input, the servo actuator is made to track the target position through closed-loop control to ensure the adjustment accuracy of the suspension attitude;

[0175] Torque loop: Using the target torque output from the position loop as input, it adjusts the output torque of the servo actuator in real time to achieve precise control of tire contact force. Simultaneously, the torque loop possesses rapid intervention capability for special operating conditions.

[0176] Excessive impact condition: When the torque change rate of the actuator is detected to exceed the safety threshold and the vibration acceleration of the suspension tower top is abnormally increased, the output torque is first limited to the safe range, and then the buffer correction is added to offset the torque change, absorb the impact energy, and protect the mechanical structure.

[0177] Tire about to lift off the ground: When a rapid drop in wheel end ground contact pressure is detected and the ground lift risk factor exceeds the warning value, the lift compensation force is calculated according to the ground lift risk ratio, and the suspension is driven to quickly lift the corresponding wheel center. At the same time, the output torque of other wheels is coordinated to avoid drastic changes in the vehicle body posture.

[0178] All torque corrections are limited by the physical limits of the actuators and the vehicle's attitude safety constraints to prevent overcorrection from causing vehicle instability. In addition, the suspension control system interacts in real time with the vehicle's electronic stability system, power system, and braking system via a high-speed bus to achieve coordinated control of the chassis, power system, and braking system under complex conditions such as emergency obstacle avoidance and off-road cornering.

[0179] Step 6, Anomaly and Redundancy Control.

[0180] The system adopts an aviation-grade redundancy control concept and designs a three-level fault detection and safety degradation mechanism to ensure driving safety even when some components fail.

[0181] Level 1 Degradation (Sensor Failure): When a single sensor fails, the system uses data from adjacent sensors and the vehicle dynamics model to estimate the state, maintaining the fully active control mode while only appropriately reducing the control accuracy.

[0182] Level 2 Degradation (Single Execution Unit Failure): When a single servo execution unit fails, the system automatically locks that execution unit in a safe position, while the remaining execution units continue to work, and the system degrades to a partially active mode.

[0183] Level 3 Degradation (Multi-Component Failure): When multiple actuators or core sensors (such as IMU) fail, the system completely cuts off the power output of the servo actuators, automatically degrades to the traditional passive suspension mode, and issues a fault warning to the driver via the instrument panel.

[0184] This embodiment can construct a three-dimensional digital twin model of the road surface covering the front, lower, and sides of the vehicle based on multi-source data of pressure, tilt angle, and vibration. It can distinguish complex terrain types such as single-sided slopes, piles of rocks, and continuous potholes, and support "scenario-based suspension attitude strategy formulation". At the same time, it can use aerospace-grade servo actuators to quickly reconstruct the spatial angle of the suspension arms, and can explicitly adjust the height and force direction of each wheel. In scenarios such as single-sided slopes and rock obstacles, by raising or lowering specific wheels in advance, the tires are kept in contact with the ground and abnormal body roll is suppressed, significantly reducing the risk of tires leaving the ground. Dual closed-loop control (position loop + torque loop) enables the system to accurately track the optimal solution of suspension attitude and quickly adjust the output torque under impact conditions, improving the impact absorption when landing with a drop. In conjunction with the intelligent driving / stability control system, it can reduce body attitude fluctuations under extreme off-road and emergency handling conditions, and improve steering response and vehicle controllability. Compared to traditional active / semi-active suspensions that rely on ECU damping adjustment, this embodiment directly acts on the suspension attitude through a servo actuator, reducing the response time to milliseconds and shortening the control link. Compared to a simple mechanical linkage adaptive system, this embodiment introduces multi-source sensing and intelligent control while maintaining mechanical reliability, covering more operating conditions and supporting algorithm upgrades.

[0185] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0186] Based on the same inventive concept, this application also provides a suspension system control device for implementing the suspension system control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more embodiments of the suspension system control device provided below can be found in the limitations of the suspension system control method described above, and will not be repeated here.

[0187] In one embodiment, such as Figure 7As shown, a suspension system control device is provided, including: a twin model construction module 701, a terrain classification and evaluation module 702, a suspension attitude solution module 703, and an output torque adjustment module 704, wherein:

[0188] The twin model construction module 701 is used to obtain terrain attribute data of the associated area of ​​the target vehicle, and construct a terrain digital twin model of the associated area based on the terrain attribute data.

[0189] The terrain classification and assessment module 702 is used to obtain the predicted driving terrain type associated with the target vehicle based on the terrain digital twin model, and to obtain the driving safety coefficient of the target vehicle; the predicted driving terrain type is the terrain type of the predicted driving road segment of the target vehicle in the associated area.

[0190] The suspension attitude solving module 703 is used to obtain the target suspension arm angle of each wheel of the target vehicle based on the pre-built suspension system control objective function, provided that the predicted driving terrain type is a preset terrain type and the driving safety coefficient meets the preset conditions.

[0191] The output torque adjustment module 704 is used to obtain the target torque of the servo actuator of the target vehicle according to the target suspension arm angle, and adjust the output torque of the servo actuator according to the target torque.

[0192] In one embodiment, the driving safety factor includes a ground clearance risk factor and a posture limit approach factor. The terrain classification assessment module 702 is further used to obtain the ground pressure and suspension travel of each wheel, and to obtain the vehicle body posture angle of the target vehicle; to obtain the rated ground pressure, rated suspension travel, and limit permissible posture angle of the target vehicle; the rated ground pressure is the theoretical ground pressure of the target vehicle under the current load condition, the rated suspension travel is the maximum suspension travel of the target vehicle, and the limit permissible posture angle is the maximum permissible vehicle body posture angle of the target vehicle under the current driving mode; the ground clearance risk factor is obtained based on the ratio between the ground pressure and the rated ground pressure, and the ratio between the suspension travel and the rated suspension travel, and the posture limit approach factor is obtained based on the ratio between the vehicle body posture angle and the limit permissible posture angle.

[0193] In one embodiment, the suspension attitude solving module 703 is further used to acquire the driving state data of the target vehicle; input the driving state data into the suspension system control objective function, and solve the suspension system control objective function based on preset constraints to maximize the average ground contact rate of each wheel, minimize the vertical acceleration of the target vehicle body, and minimize the rate of change of the target vehicle body attitude angle; the preset constraints include a first constraint that the minimum ground clearance of the target vehicle is not lower than a preset clearance threshold, a second constraint that the body attitude angle of the target vehicle does not exceed the limit allowable attitude angle, a third constraint that the suspension travel of each wheel does not exceed the rated suspension travel, and a fourth constraint that the output torque of the servo execution unit does not exceed a preset output torque threshold; and use the suspension arm angle of each wheel obtained by solving the suspension system control objective function as the target suspension arm angle of each wheel.

[0194] In one embodiment, the associated region includes: the underside region of the target vehicle, the lateral region of the target vehicle, and the front region of the target vehicle; the twin model construction module 701 is further used to acquire visual perception data and driving state data of the target vehicle; the visual perception data includes first visual perception data and second visual perception data, the first visual perception data being the forward visual perception data of the target vehicle, and the second visual perception data being the lateral visual perception data of the target vehicle; based on the first visual perception data, terrain attribute data of the front region is acquired; based on the driving state data, terrain attribute data of the underside region is acquired; based on the driving state data and the second visual perception data, terrain attribute data of the lateral region is acquired.

[0195] In one embodiment, the terrain attribute data of the vehicle underside region includes: geometric attribute data and physical attribute data of the target vehicle underside region; the twin model construction module 701 is further used to obtain suspension travel change data, ground pressure change data and vibration characteristic data of each wheel from the driving state data, as well as the vehicle body attitude angle of the target vehicle; based on the suspension travel change data of each wheel and the vehicle body attitude angle, the geometric attribute data of the vehicle underside region is obtained, and based on the ground pressure change data and vibration characteristic data of each wheel, the physical attribute data of the vehicle underside region is obtained.

[0196] In one embodiment, the terrain attribute data of the lateral region includes the geometric attribute data and the physical attribute data of the lateral region; the twin model construction module 701 is further used to obtain the suspension travel difference and ground pressure difference between adjacent wheels of the target vehicle, as well as the roll acceleration of the target vehicle, from the driving state data; obtain the geometric attribute data of the lateral region based on the suspension travel difference and roll acceleration, and obtain the physical attribute data of the lateral region based on the ground pressure difference and the second visual perception data.

[0197] In one embodiment, the terrain attribute data includes geometric attribute data and physical attribute data of the associated region; the twin model construction module 701 is further used to divide the associated region into multiple terrain grid units according to a preset grid size, and to obtain the geometric attribute data and physical attribute data of each terrain grid unit from the terrain attribute data; for any terrain grid unit, to construct a digital twin model of the terrain grid unit using the geometric attribute data and physical attribute data of the terrain grid unit; and to construct a terrain digital twin model of the associated region using the digital twin models of each terrain grid unit.

[0198] In one embodiment, the output torque adjustment module 704 is further configured to, when detecting that the rate of change of the output torque of the servo actuator exceeds a preset rate of change threshold and the vibration acceleration of the target vehicle's suspension tower top exceeds a preset acceleration threshold, limit the amplitude of the target torque within a preset range and obtain a first torque correction amount based on the rate of change of the output torque; adjust the output torque of the servo actuator using the amplitude-limited target torque and the first torque correction amount; when detecting that the ground pressure of any wheel of the target vehicle decreases by more than a preset amplitude threshold within a preset time and the ground clearance risk coefficient in the driving safety coefficient exceeds a preset threshold, obtain a second torque correction amount based on the ground clearance risk coefficient; and adjust the output torque of the servo actuator using the target torque and the second torque correction amount.

[0199] In one embodiment, the terrain attribute data is obtained based on data collected by multiple sensors installed on the target vehicle, and the number of servo actuators is multiple. The suspension system control device further includes: a fault handling module, used to obtain estimated data of the first sensor by using data collected by a second sensor other than the first sensor when a fault is detected, and to obtain terrain attribute data using the data collected by the second sensor and the estimated data of the first sensor; the first sensor is any one of the multiple sensors other than a preset sensor; when a fault is detected in any first servo actuator, the first servo actuator is locked for safety, and the output torque of the second servo actuators other than the first servo actuator is adjusted according to the target torque; when a fault is detected in multiple servo actuators or a preset sensor, the torque output of each servo actuator is cut off and an alarm signal is sent.

[0200] Each module in the aforementioned suspension system control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the controller in hardware form or independent of it, or stored in the memory of the controller in software form, so that the processor can call and execute the corresponding operations of each module.

[0201] In one embodiment, a controller is provided, the internal structure of which can be as follows: Figure 8 As shown. The controller includes a processor and memory. The processor provides computational and control capabilities. The memory includes a non-volatile storage medium storing a computer program. When executed by the processor, the computer program implements a suspension system control method.

[0202] Those skilled in the art will understand that Figure 8 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device (controller) to which the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0203] In one exemplary embodiment, a controller is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0204] In one exemplary embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above-described method embodiments.

[0205] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0206] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0207] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program mentioned can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0208] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0209] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A suspension system control method, characterized in that, The method includes: Obtain terrain attribute data of the associated area of ​​the target vehicle, and construct a terrain digital twin model of the associated area based on the terrain attribute data; Based on the terrain digital twin model, the predicted driving terrain type associated with the target vehicle is obtained, and the driving safety coefficient of the target vehicle is obtained; the predicted driving terrain type is the terrain type of the predicted driving segment of the target vehicle in the associated area. When the predicted driving terrain type is a preset terrain type and the driving safety coefficient meets preset conditions, the target suspension arm angles of each wheel of the target vehicle are obtained based on the pre-built suspension system control objective function. The target torque of the servo actuator of the target vehicle is obtained based on the target suspension arm angle, and the output torque of the servo actuator is adjusted based on the target torque.

2. The method according to claim 1, characterized in that, The driving safety coefficient includes a ground clearance risk coefficient and an attitude limit approach coefficient. Obtaining the driving safety coefficient of the target vehicle includes: The ground pressure and suspension travel of each wheel are obtained, and the body attitude angle of the target vehicle is obtained. The rated ground pressure, rated suspension travel, and limit permissible attitude angle of the target vehicle are obtained; the rated ground pressure is the theoretical ground pressure of the target vehicle under the current load condition, the rated suspension travel is the maximum suspension travel of the target vehicle, and the limit permissible attitude angle is the maximum permissible body attitude angle of the target vehicle under the current driving mode. The ground clearance risk coefficient is obtained based on the ratio between the ground pressure and the rated ground pressure, and the ratio between the suspension travel and the rated suspension travel. The attitude limit approach coefficient is obtained based on the ratio between the vehicle body attitude angle and the limit allowable attitude angle.

3. The method according to claim 2, characterized in that, The method of obtaining the target suspension arm angles for each wheel of the target vehicle based on the pre-built suspension system control objective function includes: Obtain the driving status data of the target vehicle; The driving state data is input into the suspension system control objective function. Based on preset constraints, the objective function is solved to maximize the average ground contact rate of each wheel, minimize the vertical acceleration of the target vehicle body, and minimize the rate of change of the target vehicle body attitude angle. The preset constraints include a first constraint that the minimum ground clearance of the target vehicle is not lower than a preset clearance threshold, a second constraint that the body attitude angle of the target vehicle does not exceed the limit allowable attitude angle, a third constraint that the suspension travel of each wheel does not exceed the rated suspension travel, and a fourth constraint that the output torque of the servo actuator does not exceed a preset output torque threshold. The suspension arm angles of each wheel obtained by solving the objective function of the suspension system are used as the target suspension arm angles of each wheel.

4. The method according to claim 1, characterized in that, The associated region includes: the underside region of the target vehicle, the lateral region of the target vehicle, and the front region of the target vehicle; obtaining the terrain attribute data of the associated region of the target vehicle includes: The visual perception data and driving status data of the target vehicle are acquired; the visual perception data includes first visual perception data and second visual perception data, the first visual perception data is the forward visual perception data of the target vehicle, and the second visual perception data is the lateral visual perception data of the target vehicle. Based on the first visual perception data, obtain the terrain attribute data of the area in front; Based on the driving status data, obtain the terrain attribute data of the area under the vehicle; Based on the driving status data and the second visual perception data, the terrain attribute data of the lateral area is obtained.

5. The method according to claim 4, characterized in that, The terrain attribute data of the vehicle underside region includes: geometric attribute data and physical attribute data of the target vehicle's underside region; obtaining the terrain attribute data of the vehicle underside region based on the driving state data includes: The suspension travel change data, ground pressure change data, and vibration characteristic data of each wheel, as well as the body posture angle of the target vehicle, are obtained from the driving state data. Based on the suspension travel change data of each wheel and the vehicle body attitude angle, the geometric attribute data of the vehicle underside area is obtained, and based on the ground pressure change data and vibration characteristic data of each wheel, the physical attribute data of the vehicle underside area is obtained.

6. The method according to claim 4, characterized in that, The terrain attribute data of the lateral region includes the geometric attribute data and the physical attribute data of the lateral region; obtaining the terrain attribute data of the lateral region based on the driving state data and the second visual perception data includes: The difference in suspension travel and ground pressure between adjacent wheels of the target vehicle, as well as the roll acceleration of the target vehicle, are obtained from the driving status data. Based on the suspension travel difference and the roll acceleration, the geometric attribute data of the lateral region is obtained, and based on the ground pressure difference and the second visual perception data, the physical attribute data of the lateral region is obtained.

7. The method according to claim 1, characterized in that, The terrain attribute data includes geometric attribute data and physical attribute data of the associated region; the step of constructing a terrain digital twin model of the associated region based on the terrain attribute data includes: The associated region is divided into multiple terrain grid units according to a preset grid size, and the geometric and physical attribute data of each terrain grid unit are obtained from the terrain attribute data. For any of the terrain grid cells, a digital twin model of the terrain grid cell is constructed using the geometric attribute data and the physical attribute data of the terrain grid cell. A digital twin model of the terrain of the associated region is constructed using the digital twin models of each of the terrain grid units.

8. The method according to any one of claims 1 to 7, characterized in that, The step of adjusting the output torque of the servo execution unit according to the target torque includes: If the rate of change of the output torque of the servo actuator exceeds a preset rate of change threshold, and the vibration acceleration of the target vehicle's suspension tower top is greater than a preset acceleration threshold, the amplitude of the target torque is limited to a preset range, and a first torque correction amount is obtained based on the rate of change of the output torque; the output torque of the servo actuator is adjusted using the amplitude-limited target torque and the first torque correction amount. If the ground pressure of any wheel of the target vehicle decreases by more than a preset threshold within a preset time, and the ground clearance risk coefficient in the driving safety coefficient exceeds a preset threshold, a second torque correction amount is obtained based on the ground clearance risk coefficient; the output torque of the servo execution unit is adjusted using the target torque and the second torque correction amount.

9. The method according to any one of claims 1 to 7, characterized in that, The terrain attribute data is obtained based on data collected by multiple sensors installed on the target vehicle, and the number of servo execution units is multiple; the method further includes: If a malfunction of the first sensor is detected, the estimated data of the first sensor is obtained by using data collected by a second sensor other than the first sensor, and the terrain attribute data is obtained by using the data collected by the second sensor and the estimated data of the first sensor; the first sensor is any one of the plurality of sensors other than a preset sensor; If a fault is detected in any of the first servo execution units, the first servo execution units are locked for safety, and the output torque of the second servo execution units other than the first servo execution units is adjusted according to the target torque. If multiple servo actuators are detected to be malfunctioning, or if the preset sensor is malfunctioning, the torque output of each servo actuator is cut off and an alarm signal is sent.

10. A suspension system control device, characterized in that, The device includes: The twin model construction module is used to acquire terrain attribute data of the associated area of ​​the target vehicle, and construct a terrain digital twin model of the associated area based on the terrain attribute data. The terrain classification and assessment module is used to obtain the predicted driving terrain type associated with the target vehicle based on the terrain digital twin model, and to obtain the driving safety coefficient of the target vehicle; the predicted driving terrain type is the terrain type of the predicted driving road segment of the target vehicle in the associated area; The suspension attitude solving module is used to obtain the target suspension arm angle of each wheel of the target vehicle based on a pre-built suspension system control objective function, provided that the predicted driving terrain type is a preset terrain type and the driving safety coefficient meets preset conditions. The output torque adjustment module is used to obtain the target torque of the servo actuator of the target vehicle according to the target suspension arm angle, and adjust the output torque of the servo actuator according to the target torque.

11. A controller comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 9.

12. 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 steps of the method according to any one of claims 1 to 9.

13. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 9.

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