Vehicle control method and device, computer device and vehicle

Abstract

The embodiment of the application provides a vehicle control method, device, computer equipment and vehicle, relates to the technical field of vehicle control, and the method comprises the following steps: in response to the system state of the driving control system of the vehicle meeting a first preset requirement, obtaining the target acceleration and driving torque of the vehicle through a first controller; in response to the system state of the suspension control system of the vehicle meeting a second preset requirement, receiving the target acceleration and driving torque sent by the first controller; based on the target acceleration and driving torque, determining the corresponding suspension parameter of the suspension control system, and suppressing the pitching motion generated by the vehicle by using the suspension parameter.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, device, computer equipment, and vehicle. Background Technology

[0002] With the development of vehicle electrification and intelligence, users have placed higher demands on the smoothness and comfort of vehicle operation. During start-up or acceleration, the vehicle body experiences pitching motion due to longitudinal acceleration. Sharp pitching not only reduces passenger comfort and affects the driving experience, but may also interfere with the driver's judgment to some extent.

[0003] In related technologies, the vehicle's height information is obtained, the actual pitch angle of the vehicle is determined based on the height information, and then the corresponding anti-pitch damping force is generated using the pitch angle to obtain the vibration reduction control current, so as to control the vehicle's suspension system.

[0004] However, the above solution relies on only the pitch angle as a feedback quantity, which cannot reasonably coordinate the relationship between anti-pitch and anti-roll. The vehicle controller may misidentify the angle, thus reducing the control effect. Summary of the Invention

[0005] This application provides a vehicle control method, apparatus, computer equipment, and vehicle. The technical solution is as follows: In one aspect, a vehicle control method, the method comprising: In response to the system state of the vehicle's drive control system meeting a first preset requirement, the first controller is driven to collect the target acceleration and driving torque of the vehicle. The first preset requirement is used to indicate that the system state of the drive control system is in the on state. In response to the system state of the vehicle's suspension control system meeting a second preset requirement, the target acceleration and the driving torque are read from the first controller, and the second preset requirement is used to indicate that the system state of the suspension control system is in the activated state; Based on the target acceleration and the driving torque, the suspension parameters corresponding to the suspension control system are determined, and the suspension parameters are used to suppress the pitch motion of the vehicle.

[0006] On the other hand, a vehicle control device includes: The acquisition module is used to drive the first controller to collect the target acceleration and driving torque of the vehicle in response to the system state of the vehicle's drive control system meeting a first preset requirement. The first preset requirement is used to indicate that the system state of the drive control system is in the on state. The receiving module is configured to read the target acceleration and the driving torque from the first controller in response to the system state of the vehicle's suspension control system meeting a second preset requirement, wherein the second preset requirement is used to indicate that the system state of the suspension control system is in the activated state; The determination module is used to determine the suspension parameters corresponding to the suspension control system based on the target acceleration and the driving torque, so as to suppress the pitch motion generated by the vehicle using the suspension parameters.

[0007] On the other hand, a computer device is provided, the computer device including a processor and a memory, the memory storing at least one program, the at least one program being loaded and executed by the processor to implement the vehicle control method as described above.

[0008] On the other hand, a computer-readable storage medium is provided, wherein at least one segment is stored in the storage medium, the at least one segment being loaded and executed by a processor to implement the vehicle control method as described above.

[0009] On the other hand, a computer program product or computer program is provided, which includes computer instructions stored in a computer-readable storage medium, wherein a processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform to implement the vehicle control method as described above.

[0010] On the other hand, a vehicle is provided for performing the vehicle control method as described above.

[0011] The beneficial effects of the technical solutions provided in this application include at least the following: By establishing a cross-domain information interaction mechanism between the drive control system and the suspension control system, the suspension system can obtain feedforward information on the target acceleration and driving torque of the drive system in advance, provided that preset state conditions are met, rather than relying solely on the post-event feedback from the vehicle attitude sensors. Based on this, the suspension control system can predictively adjust suspension parameters such as damping, stiffness, or height before pitch motion occurs, effectively improving the pitch suppression speed and accuracy under conditions such as rapid acceleration, emergency braking, and gear shifting, and effectively improving ride comfort and handling stability. At the same time, the safety and reliability of cross-domain information interaction are ensured through a preset system state verification mechanism. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a schematic diagram of the execution environment corresponding to an exemplary embodiment of the vehicle control method provided in this application; Figure 2 This is a flowchart of a vehicle control method provided in an exemplary embodiment of this application; Figure 3 This is a schematic diagram of a vehicle control system module provided in an exemplary embodiment of this application; Figure 4 This is a flowchart illustrating a method for determining the system state of a drive control subsystem provided in an exemplary embodiment of this application. Figure 5 This is a flowchart illustrating a method for determining driving torque provided in an exemplary embodiment of this application. Figure 6 This is a flowchart illustrating a method for determining the system state of a suspension control subsystem provided in an exemplary embodiment of this application. Figure 7 This is a flowchart illustrating a method for determining suspension parameters provided in an exemplary embodiment of this application. Figure 8 This is a structural block diagram of a vehicle control device provided in an exemplary embodiment of this application; Figure 9 This is a structural block diagram of a computer device provided in an exemplary embodiment of this application. Detailed Implementation

[0014] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0015] In this application, the terms "first" and "second" are used to distinguish between identical or similar items that have essentially the same function. It should be understood that there is no logical or temporal dependency between "first" and "second", nor is there any limitation on the quantity or execution order.

[0016] like Figure 1 As shown, Figure 1This is a schematic diagram of the execution environment corresponding to an exemplary embodiment of the vehicle control method provided in this application. The execution process of the vehicle control method provided in this embodiment will be described based on this schematic diagram.

[0017] Optionally, the vehicle control method provided in this application embodiment is implemented in a computer system as the execution environment. This computer system is applied to the vehicle 10.

[0018] Optionally, vehicle 10 may be implemented as at least one of a gasoline-powered vehicle, an electric vehicle, a hybrid vehicle, a fuel cell vehicle, or a solar-powered vehicle, wherein a hybrid vehicle refers to a combination of a gasoline-powered vehicle and an electric vehicle. In this embodiment, vehicle 10 is implemented as a hybrid vehicle.

[0019] In this embodiment, the vehicle 10 includes a drive control system 100 and a suspension control system 110. The drive control system 100 and the suspension control system 110 work together to respond to the pitch motion generated by the vehicle during driving conditions such as acceleration or deceleration.

[0020] The drive control system 100 has a first controller, and the suspension control system has a second controller.

[0021] When the system state of the drive control system 100 meets the first preset requirements, the first controller acquires the target acceleration and driving torque of the vehicle.

[0022] The first controller sends the determined target acceleration and driving torque to the second controller.

[0023] When the system state of the suspension control system 110 meets the first preset requirements, the second controller receives the target acceleration and driving torque sent by the first controller.

[0024] The second controller determines the suspension parameters corresponding to the suspension control system 110 based on the target acceleration and driving torque, and uses these suspension parameters to suppress the pitch motion generated by the vehicle.

[0025] Data transmission between the aforementioned controllers can be transmitted via sensor networks and / or Controller Area Networks (CAN). This application does not limit the specific data transmission method or data transmission channel.

[0026] In this embodiment, by establishing a cross-domain information interaction mechanism between the drive control system and the suspension control system, the suspension system can obtain feedforward information on the target acceleration and driving torque of the drive system in advance, provided that preset state conditions are met, rather than relying solely on the post-event feedback from the vehicle attitude sensor. Based on this, the suspension control system can predictively adjust suspension parameters such as damping, stiffness, or height before pitch motion occurs, effectively improving the pitch suppression speed and accuracy under conditions such as rapid acceleration, emergency braking, and gear shifting, effectively improving ride comfort and handling stability. At the same time, the safety and reliability of cross-domain information interaction are ensured through a preset system state verification mechanism.

[0027] Based on the above, the vehicle control method provided in the embodiments of this application will be described. Figure 2 This is a flowchart illustrating a vehicle control method provided in an exemplary embodiment of this application. In this embodiment, the method is executed by a vehicle controller within the vehicle, such as... Figure 2 As shown, the method includes the following steps.

[0028] Step 200: In response to the system state of the vehicle's drive control system meeting the first preset requirement, the first controller is driven to collect the target acceleration and driving torque of the vehicle.

[0029] Optionally, the drive control system implements drive control to determine the output torque of the drive motor corresponding to the drive wheel, which is also regarded as the driving force provided by the wheel.

[0030] The target acceleration refers to the predicted acceleration of the vehicle at the next moment, which is the rate of change of the vehicle's speed.

[0031] Driving torque refers to the driving torque output by the power system and transmitted to all drive wheels.

[0032] In this embodiment of the application, the drive control system includes a first controller, which performs all the relevant calculations in this step.

[0033] In practice, the first controller collects the system status of the drive control system, which includes an on state, a standby state, and a off state. The on state refers to the drive control system being executed with its corresponding control function; the standby state refers to the drive control system having completed power-on initialization and self-test, possessing the ability to execute control functions, but not yet triggered into active control; and the off state refers to the drive control system having no functional output capability.

[0034] The vehicle is equipped with multiple sensors, each collecting different data. These sensors include, but are not limited to, speed sensors, wheel force sensors, and steering wheel angle sensors.

[0035] The speed sensor is placed at any position on the vehicle to collect data on the vehicle's speed (the magnitude of the vehicle's linear velocity along the direction of travel), acceleration (the change in the vehicle's speed per unit time), longitudinal acceleration (the acceleration component of the vehicle along the longitudinal direction of travel, i.e., the acceleration parallel to the vehicle's forward / reverse direction), and lateral acceleration (the acceleration component of the vehicle along the lateral direction of travel, i.e., the acceleration perpendicular to the vehicle's direction of travel and pointing to the left or right side of the vehicle).

[0036] The wheel six-component force sensor is set at any position of the wheel inside the vehicle to collect the corresponding wheel drive torque. The wheel drive torque refers to the longitudinal tangential force that is transmitted from the power system inside the vehicle to the drive wheel through the transmission system and ultimately propels the vehicle to move in the direction of travel through the interaction between the wheel and the ground.

[0037] The steering wheel angle sensor is set at any position on the steering wheel inside the vehicle to collect the steering wheel angle. The steering wheel angle refers to the angle that the steering wheel turns from the straight position (neutral position) when the driver turns the steering wheel.

[0038] In this embodiment, multiple sensor data collected by multiple sensors are received. Illustratively, the system receives driving speed, acceleration, longitudinal acceleration, and lateral acceleration collected by a speed sensor; wheel drive torque collected by a wheel six-component force sensor; and steering wheel angle collected by a steering wheel angle sensor.

[0039] The first controller determines the system state of the drive control system by collecting data from multiple sensors. That is, the first controller determines the system state of the drive control system by using at least one of the following data: real-time driving speed, wheel drive torque, real-time longitudinal acceleration, steering wheel angle, and lateral acceleration.

[0040] The following describes how the first controller determines that the system state of the drive control system is off.

[0041] In response to invalid sensor data collected by any of the multiple sensors, the system state of the drive control system is determined to be in a closed state. A closed state means that the drive control system has no functional output capability. The method for determining invalid sensor data is described below. This method can be executed as a single judgment logic or combined with other methods for joint judgment; this application does not limit its implementation in this regard.

[0042] The first method is to determine the threshold range.

[0043] Each sensor has a corresponding valid range for sensor data. If the sensor data collected by the sensor is not within the corresponding valid range, the sensor data collected by that sensor is determined to be invalid.

[0044] For illustrative purposes, the valid range of sensor data corresponding to the steering wheel angle sensor is [-720°, +720°]. The left and right brackets in "[]" indicate that the range includes both -720° and +720°. Steering wheel angle data that is not within [-720°, +720°] are considered invalid.

[0045] Schematic illustration: The effective range of sensor data corresponding to the speed sensor includes the effective range of speed, acceleration, longitudinal acceleration, and lateral acceleration. The effective speed range is [0 km / h, 200 km / h], and speeds outside this range are considered invalid. The effective longitudinal acceleration range is [-3g, +3g], and longitudinal accelerations outside this range are considered invalid. The effective lateral acceleration range is [-2g, +2g], and lateral accelerations outside this range are considered invalid.

[0046] As an illustration, the effective range of wheel drive torque corresponding to the six-component force sensor is [300N, 3000N]. Wheel drive torque that is not within [300N, 3000N] is considered invalid.

[0047] It should be noted that the above effective ranges are all illustrative examples, and the specific threshold ranges shall be determined by relevant personnel based on the actual driving scenarios.

[0048] The second method is through mutation.

[0049] Taking any one of multiple sensors as an example, multiple sensor data collected by that sensor are acquired. If the difference between any two adjacent sensor data points exceeds a preset difference value, the sensor data collected by that sensor is determined to be invalid. It should be noted that the preset difference value differs for different sensors.

[0050] Schematic, in response to the difference between any two adjacent driving speeds among multiple driving speeds collected by the speed sensor exceeding a first difference value, the driving speed collected by the speed sensor is determined to be invalid. In response to the difference between any two adjacent longitudinal accelerations among multiple longitudinal accelerations collected by the speed sensor exceeding a second difference value, the longitudinal acceleration collected by the speed sensor is determined to be invalid. In response to the difference between any two adjacent longitudinal accelerations among multiple lateral accelerations collected by the speed sensor exceeding a third difference value, the lateral acceleration collected by the speed sensor is determined to be invalid. In response to the difference between any two adjacent steering wheel angles among multiple steering wheel angles collected by the steering wheel angle sensor exceeding a fourth difference value, the steering wheel angle collected by the steering wheel angle sensor is determined to be invalid. In response to the difference between any two adjacent wheel drive torques among multiple wheel drive torques collected by the wheel six-component force sensor exceeding a fifth difference value, the wheel drive torque collected by the wheel six-component force sensor is determined to be invalid. The above-mentioned first difference, second difference, third difference, and fourth difference values ​​may be the same or different, and this application does not limit them in this regard.

[0051] The third method is through time characteristic detection.

[0052] Taking any one of the multiple sensors as an example, acquire multiple sensor data collected by that sensor. If there are consecutive identical sensor data among the multiple sensor data, determine that the sensor data collected by that sensor is invalid.

[0053] Schematic, in response to the situation where there are consecutive identical steering wheel angles among multiple steering wheel angles collected by the steering wheel angle sensor, the steering wheel angle collected by the steering wheel angle sensor is determined to be invalid.

[0054] Taking any one of the multiple sensors as an example, acquire multiple sensor data collected by that sensor. If the sensor data in the multiple sensor data is the same as a preset constant (0 or other set value), determine that the sensor data collected by that sensor is invalid.

[0055] Schematic, in response to a steering wheel angle of 0 being among multiple steering wheel angles collected by the steering wheel angle sensor (note that 0 and 0° have different mathematical meanings), the steering wheel angle collected by the steering wheel angle sensor is determined to be invalid.

[0056] In some embodiments, the system state of the drive control system includes a first signal bit, which includes a first signal bit value. In response to invalid sensor data collected by any of the multiple sensors, the system state of the drive control system is determined to be off, and the first signal bit is set to the first signal bit value; schematically, the first signal bit value is implemented as 0.

[0057] The following describes how the first controller determines the system state of the drive control system to be in standby mode.

[0058] In some embodiments, in conjunction with the foregoing description of acquiring multiple sensor data collected by multiple sensors, in response to the fact that all the multiple sensor data collected by multiple sensors are valid, the system state of the drive control system is determined to be a standby state.

[0059] For methods to determine the validity of sensor data, please refer to the following content. The following methods can be executed as a single judgment logic or combined with each other for joint judgment. This application does not limit this.

[0060] The first method is to determine the threshold range.

[0061] Each sensor has a corresponding valid range for sensor data. If the sensor data collected by the sensor is within the corresponding valid range, then the sensor data collected by the sensor is determined to be valid.

[0062] For illustrative purposes, the effective range of sensor data corresponding to the steering wheel angle sensor is [-720°, +720°]. The left and right brackets in "[]" indicate that the range includes both -720° and +720°. Steering wheel angle data within [-720°, +720°] are considered valid.

[0063] The second method is through mutation.

[0064] Taking any one of multiple sensors as an example, the sensor data collected by that sensor is acquired. If the difference between any two adjacent sensor data points does not exceed a preset difference, the sensor data acquired by that sensor is considered valid. It should be noted that the preset difference may differ for different sensors.

[0065] The third method is through time characteristic detection.

[0066] Taking any one of multiple sensors as an example, the sensor data collected by that sensor is acquired. If the difference between any two adjacent sensor data points does not exceed a preset difference, the sensor data acquired by that sensor is considered valid. It should be noted that the preset difference may differ for different sensors.

[0067] In some embodiments, the system state of the drive control system includes a first signal bit, which includes a second signal bit value. In response to valid sensor data collected by multiple sensors, and determining that the system state of the drive control system is in standby mode, the first signal bit is set to the second signal bit value; schematically, the second signal bit value is implemented as 2.

[0068] In some embodiments, in conjunction with the foregoing description of acquiring multiple sensor data collected by multiple sensors, in response to the real-time driving speed being within a second preset speed range and / or the real-time driving speed being consistent with a first value (e.g., 0) and the wheel drive torque being consistent with a first value and / or the real-time longitudinal acceleration being within a third preset acceleration range and / or the steering wheel angle being greater than a first angle and / or the lateral acceleration being less than the absolute value of the first acceleration, while determining the system state of the drive control system to be in standby state, the first signal bit is set to the second signal bit value.

[0069] The two methods described above for determining the system state of the drive subsystem as standby are: the first method is for determining the switch from the off state to the standby state of the drive control system, and the second method is for determining the switch from the on state to the standby state of the drive control system.

[0070] The following describes how the first controller determines the system state of the drive control system to be in the "on" state.

[0071] Indicatively, in response to the vehicle's real-time driving speed being within a first preset speed range, the system status of the drive control system is obtained as "on" through the first controller.

[0072] Indicatively, in response to the vehicle's wheel drive torque being within a preset torque range, the first controller obtains the system status of the drive control system as "on".

[0073] Indicatively, in response to the vehicle's real-time longitudinal acceleration being within a first preset acceleration range, the first controller obtains the system state of the drive control system as "on".

[0074] Indicatively, in response to the steering wheel angle inside the vehicle being less than a first angle, the first controller obtains the system status of the drive control system as "on".

[0075] Indicatively, in response to the vehicle's lateral acceleration being less than the first acceleration, the first controller obtains the system state of the drive control system as "on".

[0076] It should be noted that the above five methods of determination can be implemented individually or in combination, and this application does not limit them.

[0077] In some embodiments, the system state of the drive control system includes a first signal bit, which includes a third signal bit value. In response to sensor data collected by the sensor meeting the above requirements, while determining that the system state of the drive control subsystem is in the ON state, the first signal bit is set to the third signal bit value; schematically, the first signal bit value is implemented as 1.

[0078] In this embodiment of the application, the first preset requirement is used to indicate that the system state of the drive control system is in the on state.

[0079] In response to the drive control system being in the ON state, the first controller determines the acceleration segmentation coefficient and acceleration correction coefficient based on the vehicle's real-time longitudinal acceleration. The acceleration segmentation coefficient is used to determine the rate of change of real-time acceleration, and the acceleration correction coefficient is used to adjust the real-time acceleration.

[0080] In practice, the real-time longitudinal acceleration of the vehicle is obtained through the on-board sensor network and the in-vehicle CAN network. The real-time longitudinal acceleration is acquired by the speed sensor or by the inertial measurement unit (IMU).

[0081] The pre-stored acceleration adjustment table is read. This table records the correspondence between multiple longitudinal accelerations, multiple candidate acceleration segmentation coefficients, and multiple candidate acceleration correction coefficients. Illustratively, the acceleration adjustment table shows that a longitudinal acceleration of 100 km / h corresponds to a candidate acceleration segmentation coefficient of 2 and a candidate acceleration correction coefficient of -10.

[0082] In the embodiments of this application, candidate acceleration segmentation coefficients are used to determine the rate of acceleration change, and acceleration correction coefficients are used to adjust the acceleration.

[0083] Obtain the acceleration segmentation coefficient and acceleration correction coefficient corresponding to the real-time longitudinal acceleration from the acceleration adjustment table.

[0084] The first controller determines the target acceleration based on the acceleration segmentation coefficient, the acceleration correction coefficient, and the vehicle's historical target acceleration from the previous moment.

[0085] In practice, the target acceleration determined at the previous moment is obtained. The historical target acceleration at the previous moment is used as a reference value, and based on this, the acceleration corresponding to the current moment is determined by combining the acceleration segmentation coefficient and the acceleration correction coefficient.

[0086] In some embodiments, the candidate acceleration corresponding to the current moment is determined by the following formula 1. Formula 1: Acceleration segmentation coefficient = |Historical target acceleration corresponding to the previous moment - Candidate acceleration| / (Current moment - Previous moment), where "|" means taking the absolute value.

[0087] After determining the candidate accelerations, the acceleration correction coefficient is used to fine-tune the candidate accelerations to obtain the acceleration corresponding to the current moment.

[0088] Indicatively, the sum of the acceleration correction coefficient and the candidate acceleration is determined as the acceleration corresponding to the current moment; or, the difference between the candidate acceleration and the acceleration correction coefficient is determined as the acceleration corresponding to the current moment; or, the product of the candidate acceleration and the acceleration correction coefficient is determined as the acceleration corresponding to the current moment.

[0089] In some embodiments, the target acceleration is determined by a first controller based on the candidate driving force input by the driver and the acceleration corresponding to the current moment.

[0090] In practice, the candidate driving force input by the driver is determined by the accelerator pedal opening (the distance the accelerator pedal is depressed). Illustratively, a pre-calibrated pedal opening-driving force mapping table is obtained, which records the mapping relationships between multiple pedal openings and multiple driving forces. The driving force corresponding to the pedal opening is determined from the pedal opening-driving force mapping table, and this driving force is identified as a candidate driving force.

[0091] Using the candidate driving forces input by the driver, determine the upper limit of the acceleration at the current moment. Using pre-calibrated critical values, determine the lower limit of the acceleration at the current moment. The range formed by the upper and lower limits serves as the constraint range for the acceleration at the current moment determined above.

[0092] If the acceleration at the current moment is within the constraint range, then the acceleration at the current moment is determined as the target acceleration.

[0093] If the acceleration at the current moment exceeds the upper limit specified by the constraint range, then the upper limit will be determined as the target acceleration.

[0094] If the acceleration at the current moment is lower than the lower limit specified in the constraint range, then the lower limit will be determined as the target acceleration.

[0095] In some embodiments, after determining the candidate driving force input by the driver, the upper limit value is determined by looking up a table. Illustratively, a driving force-critical value table is read, which records the mapping relationship between multiple driving forces and multiple critical values. The critical value corresponding to the candidate driving force is determined from the driving force-critical value table, and this critical value is used as the upper limit value.

[0096] In some embodiments, the driving torque is determined by a first controller based on the target acceleration and the vehicle's total mass (the total mass of the vehicle).

[0097] In practice, the number of occupants in the vehicle is determined, and this number is multiplied by the average weight (pre-set by relevant personnel, e.g., an average weight of 60 kg) to obtain the occupant weight. The vehicle weight is stored in the vehicle's internal memory at the factory; that is, the vehicle weight is read from the memory. Weight sensors are installed in the vehicle's storage spaces (e.g., the trunk, the storage space corresponding to the cargo platform, etc.). These weight sensors collect the stored weight corresponding to the storage space, and the data collected by the weight sensors is determined as the weight corresponding to the cargo. The weight of the occupants, the vehicle weight, and the weight corresponding to the cargo are determined as the total vehicle mass. The product of the total vehicle mass and the target acceleration is determined as the driving torque.

[0098] In other embodiments, the driving torque is determined by a first controller based on the target acceleration, driving resistance, and the vehicle's total mass.

[0099] In practice, the vehicle controller acquires sensor data collected by multiple sensors and determines the vehicle's current driving condition based on this data. This method can be achieved through conventional means and will not be illustrated here. The driving resistance corresponding to the current driving condition is read from a driving condition-driving resistance mapping table, which records the mapping relationships between multiple driving conditions and multiple driving resistances. The product of the target acceleration and the vehicle's mass is determined, and the sum of this product and the driving resistance is used to determine the driving torque.

[0100] In some embodiments, the driving torque includes front axle driving torque and rear axle driving torque. The front axle driving torque refers to the total torque transmitted from the power system to the front axle via the transmission system and distributed to the drive motors corresponding to the front wheels for driving the vehicle. The rear axle driving torque refers to the total torque transmitted from the power system to the rear axle via the transmission system and distributed to the drive motors corresponding to the rear wheels for driving the vehicle.

[0101] The front axle driving torque is determined based on the driving torque.

[0102] In practice, the front axle drive force distribution coefficient and the front axle force-to-torque conversion coefficient are obtained. The front axle force-to-torque conversion coefficient is the proportional coefficient that converts front axle drive force into front axle drive torque. Both the front axle drive force distribution coefficient and the front axle force-to-torque conversion coefficient are preset by relevant personnel. The product of the front axle drive force distribution coefficient and the drive torque is determined, and this product, multiplied by the front axle force-to-torque conversion coefficient, is determined as the front axle drive torque.

[0103] The rear axle driving torque is determined based on the driving torque.

[0104] In practice, the rear axle drive force distribution coefficient and the rear axle force-to-torque conversion coefficient are obtained. The rear axle force-to-torque conversion coefficient is the proportional coefficient that converts rear axle drive force into rear axle drive torque. Both the rear axle drive force distribution coefficient and the rear axle force-to-torque conversion coefficient are preset by relevant personnel. The product of the rear axle drive force distribution coefficient and the drive torque is determined, and this product, multiplied by the rear axle force-to-torque conversion coefficient, is determined as the rear axle drive torque.

[0105] It should be noted that the execution entity for all the content in step 200 is the first controller within the drive control system.

[0106] In this embodiment of the application, the first controller sends the determined target acceleration and driving torque to the second controller of the suspension control system.

[0107] Step 210: In response to the system state of the vehicle's suspension control system meeting the second preset requirement, the target acceleration and driving torque are read from the first controller.

[0108] Through the process described in step 200 above, multiple sensor data collected by multiple sensors are obtained.

[0109] The system status of the suspension control system is determined by data from multiple sensors. The system status includes the on state, the off state, and the standby state. The on state means that the suspension control system is executing the corresponding control function. The standby state means that the suspension control system has completed power-on initialization and self-test and has the ability to execute control functions, but has not yet been triggered to enter active control. The off state means that the suspension control system has no function output capability.

[0110] The following describes the process of determining the system state of the suspension control system to be in the "on" state.

[0111] In response to the vehicle's real-time longitudinal acceleration being within a second preset acceleration range, the suspension control system is determined to be in the active state; and / or, In response to the vehicle's real-time driving speed matching a first speed value, the system state of the suspension control system is determined to be active; and / or, In response to the vehicle's wheel drive torque matching a preset value, the suspension control system is determined to be in the active state; and / or, In response to the vehicle's real-time driving speed being greater than a second speed value, the suspension control system is determined to be in the active state, where the first speed value and the second speed value are different values; and / or, In response to a steering wheel angle greater than a second angle within the vehicle, the suspension control system is determined to be in the active state; and / or, In response to the vehicle's lateral acceleration being greater than the second acceleration, the suspension control system is determined to be in the active state.

[0112] For details on determining whether the suspension control system is in standby or off state, please refer to steps 600 and 610 below, which will not be repeated here.

[0113] In this embodiment of the application, the second preset requirement is used to indicate that the system state of the suspension control system is in the on state.

[0114] In response to the vehicle's suspension control system being in the active state, the target acceleration and driving torque are read from the first controller.

[0115] In another optional embodiment, after the first controller collects the target acceleration and driving torque, the first controller sends the target acceleration and driving torque to the second controller, which then receives the target acceleration and driving torque sent by the first controller.

[0116] Step 220: Based on the target acceleration and driving torque, determine the suspension parameters corresponding to the suspension control system, and use the suspension parameters to suppress the pitch motion generated by the vehicle.

[0117] The suspension parameters include suspension damping and air spring stiffness. Suspension damping is used to provide damping force to control the movement speed of the suspension, and air spring stiffness is used to characterize the ability of the air spring to resist static deformation in order to control the deformation displacement of the suspension.

[0118] In some embodiments, the real-time longitudinal acceleration corresponding to the current moment of the vehicle is obtained. The real-time longitudinal acceleration refers to the acceleration component of the vehicle along the longitudinal direction of the vehicle. The real-time longitudinal acceleration can be directly obtained through a speed sensor and / or an IMU.

[0119] The suspension damping is determined based on real-time longitudinal acceleration and target acceleration.

[0120] In practice, the steering wheel angle corresponding to the steering wheel inside the vehicle is obtained. The suspension damping is determined based on the steering wheel angle, real-time longitudinal acceleration, and target acceleration.

[0121] This illustration demonstrates how the target pitch angle of the vehicle is determined based on the steering wheel angle, real-time longitudinal acceleration, and target acceleration. A pre-calibrated target pitch angle mapping table is read; this table records the mapping relationships between multiple target accelerations, multiple driving speeds, and multiple target pitch angles. For illustration, the target pitch angle mapping table shows a target acceleration of 3.5 m / s². 2 And the target pitch angle corresponding to a driving speed of 120km / h is 2.9°.

[0122] In other embodiments, the target pitch angle mapping table records the mapping relationships between multiple target accelerations, multiple driving torques, and multiple travel speeds and multiple target pitch angles. Illustratively, the target pitch angle mapping table shows a target acceleration of 3.5 m / s². 2 The target pitch angle is 2.9°, corresponding to a driving torque of 320N and a driving speed of 120km / h.

[0123] Determine the target pitch angle corresponding to the aforementioned target acceleration and real-time longitudinal acceleration from the target pitch angle mapping table. Correct the target pitch angle using the steering wheel angle to obtain the corrected target pitch angle.

[0124] In practice, the vehicle's driving condition is determined based on the steering wheel angle. Driving conditions include turning and straight-line driving. The turning condition refers to the vehicle currently turning, and the straight-line driving condition refers to the vehicle currently driving in a straight line. If the steering wheel angle is greater than a first steering wheel angle, the vehicle is determined to be in a turning condition; if the steering wheel angle is less than a second steering wheel angle, the vehicle is determined to be in a straight-line driving condition. The first steering wheel angle is greater than the second steering wheel angle, and both the first and second steering wheel angles are preset values ​​by relevant personnel.

[0125] In response to the vehicle being in a cornering situation, the target pitch angle is reduced, and the reduced target pitch angle is determined as the corrected target pitch angle. Optionally, the specific reduction amount can be preset by relevant personnel. Appropriately reducing the pitch angle reference value during cornering avoids conflicts between anti-pitch and anti-roll control.

[0126] In response to the vehicle being in a straight-line driving condition, the target pitch angle is directly determined as the corrected target pitch angle.

[0127] Based on the real-time longitudinal acceleration, the control gain coefficient corresponding to the preset controller is determined. The preset controller is implemented as a PID (Proportional-Integral-Derivative Controller). The PID controller is a closed-loop control algorithm based on deviation feedback. It calculates the error between the expected value and the actual value and performs proportional, integral and derivative operations on it to generate the final value to eliminate the error and make the result approach the expected value.

[0128] The real-time pitch angle and target pitch angle of the vehicle are input into a preset controller with applied control gain coefficients to obtain the suspension damping. In other words, the real-time pitch angle and target pitch angle are input into a PID controller with applied control gain coefficients to obtain the suspension damping.

[0129] Schematic illustration: A PID controller corresponds to proportional gain, integral gain, and derivative gain parameters. Target proportional gain, target integral gain, and target derivative gain parameters corresponding to the real-time longitudinal acceleration are determined using a longitudinal acceleration-controller parameter mapping table. Applying these target proportional gain, target integral gain, and target derivative gain parameters to the PID controller yields the target PID controller. The deviation between the corrected target pitch angle and the vehicle's real-time pitch angle is used as the input to the target PID controller, which calculates the suspension damping.

[0130] In the embodiments of this application, the suspension damping includes front axle damping and rear axle damping. Front axle damping refers to the ability of the front axle suspension system to dissipate vertical vibration energy, which is dominated by the shock absorbers in the front axle suspension system. Rear axle damping refers to the ability of the rear axle suspension system to dissipate vertical vibration energy, which is dominated by the shock absorbers in the rear axle suspension system.

[0131] In some embodiments, a front axle damping coefficient corresponding to the front axle is determined, and a rear axle damping coefficient corresponding to the rear axle is determined, wherein the front axle damping coefficient and the rear axle damping coefficient are preset by relevant personnel. The product of the suspension damping and the front axle damping coefficient is determined as the front axle damping, and the product of the suspension damping and the rear axle damping coefficient is determined as the rear axle damping.

[0132] In some embodiments, the front axle damping coefficient and the rear axle damping coefficient are determined based on the direction and magnitude of the real-time longitudinal acceleration. Illustratively, during vehicle acceleration, the rear axle requires greater damping force to suppress rear-end drop; therefore, the rear axle damping coefficient is greater than the front axle damping coefficient. During vehicle deceleration, the front axle requires greater damping force to suppress front-end drop; therefore, the front axle damping coefficient is greater than the rear axle damping coefficient. The product of the suspension damping and the front axle damping coefficient is determined as the front axle damping, and the product of the suspension damping and the rear axle damping coefficient is determined as the rear axle damping.

[0133] In some embodiments, the second controller outputs front axle damping and rear axle damping to the suspension actuator, which then performs the corresponding adjustment action.

[0134] The stiffness of the air spring is determined based on real-time longitudinal acceleration and driving torque.

[0135] In practice, the real-time driving speed of the vehicle is obtained; the stiffness of the air spring is determined based on the real-time longitudinal acceleration, real-time driving speed, and driving torque.

[0136] Based on real-time longitudinal acceleration, real-time driving speed, and driving torque, a correction coefficient corresponding to the air spring stiffness is determined. The air spring stiffness is then determined based on this correction coefficient and a preset air spring stiffness. Schematic, using real-time longitudinal acceleration, real-time driving speed, and driving torque as inputs, three pre-set and independent linear tables are used to obtain a fourth correction coefficient for real-time longitudinal acceleration, a fifth correction coefficient for real-time driving speed, and a sixth correction coefficient for driving torque. The product of these three correction coefficients is then determined as the aforementioned correction coefficient. Finally, the product of this correction coefficient and the preset air spring stiffness is determined as the air spring stiffness.

[0137] In some embodiments, the air spring stiffness includes the front axle air spring stiffness and the rear axle air spring stiffness, wherein the front axle air spring stiffness refers to the measure of the elastic characteristics of the front axle air spring in the vertical direction, and the rear axle air spring stiffness refers to the measure of the elastic characteristics of the rear axle air spring in the vertical direction.

[0138] The front axle spring coefficient and the rear axle spring coefficient are determined based on the direction of the real-time longitudinal acceleration. In this embodiment, when the vehicle accelerates, the direction of the longitudinal acceleration is forward, which is the same as the vehicle's direction of travel. At this time, the rear axle spring coefficient is greater than the front axle spring coefficient. When the vehicle decelerates, the direction of the longitudinal acceleration is backward, which is opposite to the vehicle's direction of travel. At this time, the front axle spring coefficient is greater than the rear axle spring coefficient.

[0139] The front axle air spring stiffness is determined by multiplying the front axle air spring coefficient and the air spring stiffness; the rear axle air spring stiffness is determined by multiplying the rear axle air spring coefficient and the air spring stiffness.

[0140] In some embodiments, the second controller outputs the front axle air spring stiffness and air spring stiffness to the suspension actuator, and the air spring pressure regulating valve performs the corresponding adjustment action.

[0141] In this embodiment, by establishing a cross-domain information interaction mechanism between the drive control system and the suspension control system, the suspension system can obtain feedforward information on the target acceleration and driving torque of the drive system in advance, provided that preset state conditions are met, rather than relying solely on the post-event feedback from the vehicle attitude sensor. Based on this, the suspension control system can predictively adjust suspension parameters such as damping, stiffness, or height before pitch motion occurs, effectively improving the pitch suppression speed and accuracy under conditions such as rapid acceleration, emergency braking, and gear shifting, effectively improving ride comfort and handling stability. At the same time, the safety and reliability of cross-domain information interaction are ensured through a preset system state verification mechanism.

[0142] In specific implementation, taking a certain brand of vehicle as an example, this brand of vehicle integrates an acceleration anti-pitch system. The acceleration anti-pitch system includes a drive control subsystem and a suspension control subsystem. The drive control subsystem in the acceleration anti-pitch system corresponds to the drive control system mentioned in steps 200 to 220 above, and the suspension control subsystem in the acceleration anti-pitch system corresponds to the drive control system mentioned in steps 200 to 220 above. For example... Figure 3 As shown, Figure 3 The illustration shows a schematic of the module corresponding to the accelerated anti-pitch system provided in an exemplary embodiment of this application.

[0143] The acceleration anti-pitch system 30 includes a drive control subsystem 300 and a suspension control subsystem 310. The drive control subsystem 300 implements drive control, and the suspension control subsystem 310 implements suspension control.

[0144] In some embodiments, the drive control subsystem 300 includes a drive state judgment module 3000 and a drive torque calculation module 3001; the suspension control subsystem 310 includes a suspension state judgment module 3100 and a suspension control module 3101.

[0145] In practice, the drive state determination module 3000 determines the system state of the drive control subsystem 300. When the drive control subsystem 300 is in the on (activated) state, the drive torque calculation module 3001 determines the target acceleration and drive torque based on the signals collected by the sensors. The drive torque is then output to the drive motor controller in the vehicle, and the drive motor outputs the torque value corresponding to the drive torque.

[0146] In practice, the suspension state determination module 3100 determines the system state of the suspension control subsystem. When the system state of the suspension control subsystem 310 is in the on (activated) state, the suspension control module 3101 receives the target acceleration sent by the drive torque calculation module 3001 within the drive control subsystem 300, and then, in conjunction with the vehicle information, determines the air spring stiffness and suspension damping. The suspension control module 3101 outputs the air spring stiffness and suspension damping to the suspension actuator.

[0147] The aforementioned drive control subsystem 300 and suspension control subsystem 310 work together to achieve pitch control of the vehicle throughout the entire process.

[0148] In this embodiment of the application, a collaborative system for driving torque calculation and suspension control is provided, which includes an independent driving torque calculation module and realizes the joint control of the driving system and the suspension system.

[0149] It should be noted that, in Figure 3In the illustrated embodiment, the driving torque calculation module 3001 is used to determine the target acceleration and driving torque of the vehicle; Figure 1 In the illustrated embodiment, the first controller is responsible for determining the target vehicle acceleration and driving torque, that is, Figure 3 The driving torque calculation module 3001 shown in the figure and Figure 1 The first controller shown achieves the same purpose. Figure 3 In the illustrated embodiment, the suspension control module 3101 is responsible for determining the suspension parameters; Figure 1 In the illustrated embodiment, the purpose of determining the suspension parameters is achieved by the second controller, that is, Figure 3 The suspension control module 3101 shown is... Figure 1 The second controller shown achieves the same purpose. In other words, Figure 3 The content shown can be regarded as Figure 1 The specific implementation plan for the content shown is as follows.

[0150] According to the above Figure 3 The illustrated embodiment describes the process by which the drive state determination module 3000 within the drive control subsystem 300 determines the system state of the drive control subsystem 300. Figure 4 As shown, Figure 4 The illustration shows a flowchart of a method for determining the system state of a drive control subsystem according to an exemplary embodiment of this application. This method is executed by a drive state determination module within the drive control subsystem.

[0151] Step 400: Determine that the system state of the drive control subsystem is off.

[0152] In some embodiments, the vehicle is equipped with multiple sensors, each collecting different data. These sensors include, but are not limited to, speed sensors, wheel force sensors, and steering wheel angle sensors.

[0153] The speed sensor is placed at any location on the vehicle to collect data such as the vehicle's speed, acceleration, longitudinal acceleration, and lateral acceleration.

[0154] The wheel six-component force sensor is set at any position inside the wheel of the vehicle to collect the corresponding wheel drive torque.

[0155] The steering wheel angle sensor is placed at any position on the steering wheel inside the vehicle to collect the corresponding steering wheel angle.

[0156] In this embodiment, multiple sensor data collected by multiple sensors are received. Illustratively, the system receives driving speed, acceleration, longitudinal acceleration, and lateral acceleration collected by a speed sensor; wheel drive torque collected by a wheel six-component force sensor; and steering wheel angle collected by a steering wheel angle sensor.

[0157] In response to invalid sensor data collected by any of the multiple sensors, the system state of the drive control subsystem is determined to be in a closed state. A closed state means that the drive control subsystem has no functional output capability. The method for determining invalid sensor data is described below. This method can be executed as a single judgment logic or combined with other methods for joint judgment; this application does not limit its implementation in this regard.

[0158] The first method is to determine the threshold range.

[0159] Each sensor has a corresponding valid range for sensor data. If the sensor data collected by the sensor is not within the corresponding valid range, the sensor data collected by that sensor is determined to be invalid.

[0160] The second method is through mutation.

[0161] Taking any one of multiple sensors as an example, multiple sensor data collected by that sensor are acquired. If the difference between any two adjacent sensor data points exceeds a preset difference value, the sensor data collected by that sensor is determined to be invalid. It should be noted that the preset difference value differs for different sensors.

[0162] The third method is through time characteristic detection.

[0163] Taking any one of the multiple sensors as an example, acquire multiple sensor data collected by that sensor. If there are consecutive identical sensor data among the multiple sensor data, determine that the sensor data collected by that sensor is invalid.

[0164] Taking any one of the multiple sensors as an example, acquire multiple sensor data collected by that sensor. If the sensor data in the multiple sensor data is the same as a preset constant (0 or other set value), determine that the sensor data collected by that sensor is invalid.

[0165] The above three methods can be found in step 200, and will not be repeated here.

[0166] In some embodiments, the system state of the drive control subsystem includes a first signal bit, which includes a first signal bit value. In response to invalid sensor data collected by any of the multiple sensors, the system state of the drive control subsystem is determined to be off, and the first signal bit is set to the first signal bit value; schematically, the first signal bit value is implemented as 0.

[0167] Step 410: Determine the system state of the drive control subsystem as standby.

[0168] In some embodiments, in conjunction with the content of acquiring multiple sensor data collected by multiple sensors described in step 200 above, in response to the multiple sensor data collected by multiple sensors being valid, the system state of the drive control subsystem is determined to be a standby state. The standby state refers to the state in which the drive control subsystem has completed power-on initialization and self-test, and has the ability to perform control functions, but has not yet been triggered to enter active control.

[0169] For methods to determine the validity of sensor data, please refer to the following content. The following methods can be executed as a single judgment logic or combined with each other for joint judgment. This application does not limit this.

[0170] The first method is to determine the threshold range.

[0171] Each sensor has a corresponding valid range for sensor data. If the sensor data collected by the sensor is within the corresponding valid range, then the sensor data collected by the sensor is determined to be valid.

[0172] The second method is through mutation.

[0173] Taking any one of multiple sensors as an example, the sensor data collected by that sensor is acquired. If the difference between any two adjacent sensor data points does not exceed a preset difference, the sensor data acquired by that sensor is considered valid. It should be noted that the preset difference may differ for different sensors.

[0174] The third method is through time characteristic detection.

[0175] Taking any one of multiple sensors as an example, the sensor data collected by that sensor is acquired. If the difference between any two adjacent sensor data points does not exceed a preset difference, the sensor data acquired by that sensor is considered valid. It should be noted that the preset difference may differ for different sensors.

[0176] In some embodiments, the system state of the drive control subsystem includes a first signal bit, which includes a second signal bit value. In response to valid sensor data collected by multiple sensors, and determining that the system state of the drive control subsystem is in standby mode, the first signal bit is set to the second signal bit value; schematically, the second signal bit value is implemented as 2.

[0177] In some embodiments, in conjunction with the acquisition of multiple sensor data collected by multiple sensors as described in step 200 above, in response to a driving speed greater than 126 km / h and / or a vehicle speed greater than 0 and a wheel drive torque of 0 and / or a longitudinal acceleration less than 0.5 m / s², 2 If the steering wheel angle is greater than 360° and / or the lateral acceleration is greater than 4.5, the system state of the drive control subsystem is determined to be in standby mode, and the first signal bit is set to the value of the second signal bit.

[0178] The two methods described above for determining the system state of the drive subsystem as standby are: the first method is for determining the switch from the off state to the standby state of the drive control subsystem, and the second method is for determining the switch from the on state to the standby state of the drive control subsystem.

[0179] Step 420: Determine that the system state of the drive control subsystem is enabled.

[0180] In some embodiments, in conjunction with the acquisition of multiple sensor data collected by multiple sensors as described in step 200 above, in response to a driving speed greater than 0 and less than 18 km / h and / or 200 N ≤ wheel drive torque ≤ 1000 N and / or 1 m / s 2 Longitudinal acceleration ≤ 6 m / s 2 If the steering wheel angle is less than 360° and / or the absolute value of the lateral acceleration is less than 4.5, the system state of the drive control subsystem is determined to be in the "on" state. The "on" state means that the drive control subsystem is executing the corresponding control function.

[0181] In some embodiments, the system state of the drive control subsystem includes a first signal bit, which comprises a third signal bit value. This is in response to a driving speed greater than 0 and less than 18 km / h and / or 200 N ≤ wheel drive torque ≤ 1000 N and / or 1 m / s². 2 Longitudinal acceleration ≤ 6 m / s 2 If the steering wheel angle is less than 360° and / or the lateral acceleration is less than 4.5, the system state of the drive control subsystem is determined to be in the ON state. At the same time, the first signal bit is set to the value of the third signal bit. For example, the value of the third signal bit is implemented as 1.

[0182] This method for determining the system state is the method for determining when the drive control subsystem switches from standby to on state.

[0183] It should be noted that steps 400 to 420 above describe the specific content of determining the system state of the drive control subsystem, and step 200 above also records the specific content of determining the system state of the drive controller system. Steps 400 to 420 can be regarded as specific implementation schemes of step 200.

[0184] After executing steps 400 to 420 and determining that the system state of the drive control subsystem is "on," the drive torque calculation module executes the following method for determining the drive torque. For example... Figure 5 As shown, Figure 5 The diagram illustrates a flowchart of a method for determining driving torque provided in an exemplary embodiment of this application. Steps 400 to 420 and steps 500 to 570 are executed sequentially.

[0185] Step 500: Receive the system status of the drive control subsystem sent by the drive status judgment module.

[0186] Based on the content described in steps 400 to 420 above, the drive state judgment module within the drive control subsystem determines the system state of the drive control subsystem, which includes the on state, standby state, and off state.

[0187] The drive status judgment module sends the system status of the drive control subsystem to the drive torque calculation module.

[0188] Step 510: In response to the system state of the drive control subsystem meeting the first preset requirement, the real-time longitudinal acceleration of the vehicle is obtained.

[0189] In some embodiments, the first preset requirement refers to the drive control subsystem being in an on state, and the real-time longitudinal acceleration of the vehicle being acquired through the on-board sensor network and the in-vehicle CAN network. The real-time longitudinal acceleration is acquired by a speed sensor or by an IMU.

[0190] In some embodiments, the bit value corresponding to the first signal bit is obtained, and in response to the position corresponding to the first signal bit matching the third signal bit value, it is determined that the system state of the drive control subsystem meets the first preset requirement.

[0191] Step 520: Based on the real-time longitudinal acceleration, obtain the acceleration segmentation coefficient and acceleration correction coefficient by looking up a table.

[0192] Optionally, a pre-stored acceleration adjustment table can be read, which records the correspondence between multiple longitudinal accelerations, multiple candidate acceleration segmentation coefficients, and multiple candidate acceleration correction coefficients.

[0193] In the embodiments of this application, the candidate acceleration segmentation coefficient is used to determine the rate of change of acceleration, and the acceleration correction coefficient is used to adjust the acceleration.

[0194] Obtain the acceleration segmentation coefficient and acceleration correction coefficient corresponding to the real-time longitudinal acceleration from the acceleration adjustment table.

[0195] Step 530: Determine the acceleration corresponding to the current moment based on the target acceleration, acceleration segmentation coefficient, and acceleration correction coefficient of the vehicle at the previous moment.

[0196] Optionally, the target acceleration determined at the previous moment can be obtained. Using the target acceleration at the previous moment as a reference value, and combining it with the acceleration segmentation coefficient and the acceleration correction coefficient, the acceleration corresponding to the current moment can be determined.

[0197] In some embodiments, the candidate acceleration corresponding to the current moment is determined by the following Formula 2. Formula 1: Acceleration segmentation coefficient = / (current time - previous time).

[0198] After determining the candidate accelerations, the acceleration correction coefficient is used to fine-tune the candidate accelerations to obtain the acceleration corresponding to the current moment.

[0199] Indicatively, the sum of the acceleration correction coefficient and the candidate acceleration is determined as the acceleration corresponding to the current moment; or, the difference between the candidate acceleration and the acceleration correction coefficient is determined as the acceleration corresponding to the current moment; or, the product of the candidate acceleration and the acceleration correction coefficient is determined as the acceleration corresponding to the current moment.

[0200] Step 540: Determine the target acceleration based on the candidate driving force input by the driver and the acceleration corresponding to the current moment.

[0201] Optionally, the candidate driving force input by the driver can be determined by the pedal opening of the accelerator pedal.

[0202] Using the candidate driving forces input by the driver, determine the upper limit of the acceleration corresponding to the current moment. Using pre-calibrated critical values, determine the lower limit of the acceleration corresponding to the current moment. The range formed by the upper and lower limits is used as the constraint range of the acceleration corresponding to the current moment determined in step 530 above.

[0203] If the acceleration at the current moment is within the constraint range, then the acceleration at the current moment is determined as the target acceleration.

[0204] If the acceleration at the current moment exceeds the upper limit specified by the constraint range, then the upper limit will be determined as the target acceleration.

[0205] If the acceleration at the current moment is lower than the lower limit specified in the constraint range, then the lower limit will be determined as the target acceleration.

[0206] In some embodiments, after determining the candidate driving force input by the driver, the upper limit value is determined by looking up a table. Illustratively, a driving force-critical value table is read, which records the mapping relationship between multiple driving forces and multiple critical values. The critical value corresponding to the candidate driving force is determined from the driving force-critical value table, and this critical value is used as the upper limit value.

[0207] Step 550: Determine the target driving force based on the target acceleration.

[0208] The target driving force refers to the sum of the driving torques output by the power system and transmitted to all driving wheels (which is consistent with the meaning of driving torque in the above content).

[0209] In this embodiment, the vehicle's total mass and driving resistance are obtained, where driving resistance refers to the resistance experienced by the vehicle. The total vehicle mass is determined based on the vehicle's weight, the number of occupants, and the cargo carried, while the driving resistance is determined based on the vehicle's current driving conditions.

[0210] In practice, the weight of the passengers, the vehicle weight, and the weight of the cargo are defined as the total vehicle mass. The product of the target acceleration and the total vehicle mass is determined, and the sum of this product and the driving resistance is defined as the target driving force.

[0211] Step 560: Determine the target front axle driving torque based on the target driving force.

[0212] In some embodiments, the target driving force can be regarded as the total driving torque. Depending on the characteristics of the front and rear axles of the vehicle, the target driving force may also include the target front axle driving torque. The target front axle driving torque refers to the total torque that the power system transmits to the front axle through the transmission system and distributes to the drive motors corresponding to the front wheels to drive the vehicle.

[0213] In practice, the front axle drive force distribution coefficient and the front axle force-to-torque conversion coefficient are obtained. The front axle force-to-torque conversion coefficient is the proportional coefficient that converts front axle drive force into front axle drive torque. Both the front axle drive force distribution coefficient and the front axle force-to-torque conversion coefficient are preset by relevant personnel. The product of the front axle drive force distribution coefficient and the target drive force is determined, and this product, multiplied by the front axle force-to-torque conversion coefficient, is determined as the target front axle drive torque.

[0214] Step 570: Determine the target rear axle driving torque based on the target driving force.

[0215] In some embodiments, the target driving force can be regarded as the total driving torque. Depending on the characteristics of the front and rear axles of the vehicle, the target driving force may also include the target rear axle driving torque. The target rear axle driving torque refers to the total torque that the power system transmits to the rear axle through the transmission system and distributes to the drive motors corresponding to the rear wheels to drive the vehicle.

[0216] In practice, the rear axle drive force distribution coefficient and the rear axle force-to-torque conversion coefficient are obtained. The rear axle force-to-torque conversion coefficient is the proportional coefficient that converts rear axle drive force into rear axle drive torque. Both the rear axle drive force distribution coefficient and the rear axle force-to-torque conversion coefficient are preset by relevant personnel. The product of the rear axle drive force distribution coefficient and the target drive force is determined, and this product, multiplied by the rear axle force-to-torque conversion coefficient, is determined as the target rear axle drive torque.

[0217] In some embodiments, the drive torque calculation module sends the determined target front axle drive torque to the controller corresponding to the front axle drive motor, which executes and outputs the target front axle drive torque. In addition, the drive torque calculation module sends the determined target rear axle drive torque to the controller corresponding to the rear axle drive motor, which executes and outputs the target rear axle drive torque.

[0218] It should be noted that steps 500 to 570 above describe the specific content of determining the target acceleration and driving torque, and step 200 above also describes the specific content of determining the target acceleration and driving torque. Steps 500 to 570 can be regarded as specific implementation schemes of step 200.

[0219] In this embodiment, by establishing a cross-domain information interaction mechanism between the drive control system and the suspension control system, the suspension system can obtain feedforward information on the target acceleration and driving torque of the drive system in advance, provided that preset state conditions are met, rather than relying solely on the post-event feedback from the vehicle attitude sensor. Based on this, the suspension control system can predictively adjust suspension parameters such as damping, stiffness, or height before pitch motion occurs, effectively improving the pitch suppression speed and accuracy under conditions such as rapid acceleration, emergency braking, and gear shifting, effectively improving ride comfort and handling stability. At the same time, the safety and reliability of cross-domain information interaction are ensured through a preset system state verification mechanism.

[0220] Based on the above embodiments, the process by which the suspension state judgment module 3100 within the suspension control subsystem 310 judges the system state of the suspension control subsystem 310 is described. For example... Figure 6 As shown, Figure 6This illustration shows a flowchart of a method for determining the system state of a suspension control subsystem according to an exemplary embodiment of this application. The method is executed by the suspension state determination module within the suspension control subsystem.

[0221] Step 600: Determine that the system state of the suspension control subsystem is closed.

[0222] In some embodiments, the vehicle is equipped with multiple sensors, each collecting different data. These sensors include, but are not limited to, speed sensors, wheel force sensors, and steering wheel angle sensors.

[0223] The speed sensor is placed at any location on the vehicle to collect data such as the vehicle's speed, acceleration, longitudinal acceleration, and lateral acceleration.

[0224] The wheel six-component force sensor is set at any position of the wheel inside the vehicle to collect the corresponding wheel drive torque. The wheel drive torque refers to the longitudinal tangential force that is transmitted from the power system inside the vehicle to the drive wheel through the transmission system and ultimately propels the vehicle to move in the direction of travel through the interaction between the wheel and the ground.

[0225] The steering wheel angle sensor is set at any position on the steering wheel inside the vehicle to collect the steering wheel angle. The steering wheel angle refers to the angle that the steering wheel turns from the straight position (neutral position) when the driver turns the steering wheel.

[0226] In this embodiment, multiple sensor data collected by multiple sensors are received. Illustratively, the system receives driving speed, acceleration, longitudinal acceleration, and lateral acceleration collected by a speed sensor; wheel drive torque collected by a wheel six-component force sensor; and steering wheel angle collected by a steering wheel angle sensor.

[0227] In response to invalid sensor data collected by any of the multiple sensors, the system state of the suspension control subsystem is determined to be in a closed state. A closed state means that the suspension control subsystem has no functional output capability. The methods for determining invalid sensor data are described below. These methods can be executed as a single judgment logic or combined with other methods for joint judgment; this application does not limit the specific methods used.

[0228] The first method is to determine the threshold range.

[0229] Each sensor has a corresponding valid range for sensor data. If the sensor data collected by the sensor is not within the corresponding valid range, the sensor data collected by that sensor is determined to be invalid.

[0230] The content here is the same as that in step 200 above, so it will not be repeated here.

[0231] The second method is through mutation.

[0232] Taking any one of multiple sensors as an example, multiple sensor data collected by that sensor are acquired. If the difference between any two adjacent sensor data points exceeds a preset difference value, the sensor data collected by that sensor is determined to be invalid. It should be noted that the preset difference value differs for different sensors.

[0233] The content here is the same as that in step 200 above, so it will not be repeated here.

[0234] The third method is through time characteristic detection.

[0235] Taking any one of the multiple sensors as an example, acquire multiple sensor data collected by that sensor. If there are consecutive identical sensor data among the multiple sensor data, determine that the sensor data collected by that sensor is invalid.

[0236] Taking any one of the multiple sensors as an example, acquire multiple sensor data collected by that sensor. If the sensor data in the multiple sensor data is the same as a preset constant (0 or other set value), determine that the sensor data collected by that sensor is invalid.

[0237] The content here is the same as that in step 200 above, so it will not be repeated here.

[0238] In some embodiments, the system state of the suspension control subsystem includes a second signal bit, which includes a first signal bit value. In response to invalid sensor data collected by any of the multiple sensors, the system state of the suspension control subsystem is determined to be off, and the first signal bit is set to its first signal bit value; schematically, the first signal bit value is implemented as 0.

[0239] Step 610: Determine the system state of the suspension control subsystem as standby.

[0240] In some embodiments, in conjunction with the content of acquiring multiple sensor data collected by multiple sensors described in step 200 above, in response to the multiple sensor data collected by multiple sensors being valid, the system state of the suspension control subsystem is determined to be a standby state. The standby state means that the suspension control subsystem has completed power-on initialization and self-test, and has the ability to perform control functions, but has not yet been triggered to enter the active control state.

[0241] For methods to determine the validity of sensor data, please refer to the following content. The following methods can be executed as a single judgment logic or combined with each other for joint judgment. This application does not limit this.

[0242] The first method is to determine the threshold range.

[0243] Each sensor has a corresponding valid range for sensor data. If the sensor data collected by the sensor is within the corresponding valid range, then the sensor data collected by the sensor is determined to be valid.

[0244] The content here is the same as that in step 210 above, so it will not be repeated here.

[0245] The second method is through mutation.

[0246] Taking any one of multiple sensors as an example, the sensor data collected by that sensor is acquired. If the difference between any two adjacent sensor data points does not exceed a preset difference, the sensor data acquired by that sensor is considered valid. It should be noted that the preset difference may differ for different sensors.

[0247] The content here is the same as that in step 210 above, so it will not be repeated here.

[0248] The third method is through time characteristic detection.

[0249] Taking any one of multiple sensors as an example, the sensor data collected by that sensor is acquired. If the difference between any two adjacent sensor data points does not exceed a preset difference, the sensor data acquired by that sensor is considered valid. It should be noted that the preset difference may differ for different sensors.

[0250] In some embodiments, the system state of the suspension control subsystem includes a second signal bit, which includes a second signal bit value. In response to valid sensor data collected by multiple sensors, and determining that the system state of the suspension control subsystem is in standby mode, the second signal bit is set to its second signal bit value; schematically, the second signal bit value is implemented as 2.

[0251] In some embodiments, in conjunction with the acquisition of multiple sensor data collected by multiple sensors as described in step 400 or step 600 above, in response to a driving speed greater than 126 km / h and / or a vehicle speed greater than 0 and a wheel suspension torque of 0 and / or a longitudinal acceleration less than 0.5 m / s², 2 When the steering wheel angle is greater than 360° and / or the lateral acceleration is greater than 4.5 (absolute value) and / or the driving speed is 0 km / h and / or the vehicle is stationary, the system state of the suspension control subsystem is determined to be in standby mode, and the second signal bit is set to the second signal bit value.

[0252] The two methods described above for determining the system state of the suspension subsystem as standby are: the first method is for determining the switch from the off state to the standby state of the suspension control subsystem, and the second method is for determining the switch from the on state to the standby state of the suspension control subsystem.

[0253] Step 620: Determine that the system state of the suspension control subsystem is in the "on" state.

[0254] In some embodiments, in conjunction with the acquisition of multiple sensor data collected by multiple sensors as described in step 200 above, in response to 0 km / h < longitudinal speed < 126 km / h and / or the vehicle being in a non-stationary state and longitudinal acceleration > 0.8 and / or steering wheel angle less than 360° and / or lateral acceleration less than 41 and / or wheel drive torque being effective, the system state of the suspension control subsystem is determined to be in the "on" state. The "on" state refers to the state in which the suspension control subsystem is executing the corresponding control function.

[0255] In some embodiments, the system state of the suspension control subsystem includes a second signal bit, which includes a third signal bit value. In response to 0 km / h < longitudinal speed < 126 km / h and / or the vehicle being in a non-stationary state with longitudinal acceleration > 0.8 and / or steering wheel angle less than 360° and / or lateral acceleration less than 41 and / or wheel drive torque being effective, the system state of the suspension control subsystem is determined to be in the active state, and the first signal bit is set to the third signal bit value. Indicatively, the third signal bit value is implemented as 1.

[0256] This method for determining the system state is the method for determining when the suspension control subsystem switches from a standby state to an active state.

[0257] It should be noted that steps 600 to 620 above describe the specific content of determining the system state of the suspension control subsystem, and step 210 above also describes the specific content of determining the system state of the suspension control system. Steps 600 to 620 can be regarded as specific implementations of step 210. Steps 600 to 620 and steps 400 to 420 above can be executed simultaneously or sequentially, and this application does not limit this.

[0258] After executing steps 600 to 620 and determining that the system state of the suspension control subsystem is in the "on" state, the suspension control module 3101 executes the following method for determining suspension parameters. For example... Figure 7 As shown, Figure 7 The diagram illustrates a flowchart of a method for determining suspension parameters provided in an exemplary embodiment of this application. Steps 600 to 620 and steps 700 to 730 are executed sequentially.

[0259] Step 700: Receive the system status of the suspension control subsystem sent by the suspension status judgment module.

[0260] Based on the content described in steps 600 to 620 above, the suspension state judgment module in the suspension control subsystem determines the system state of the suspension control subsystem, which includes the on state, the standby state, and the off state.

[0261] The suspension status judgment module sends the system status of the suspension control subsystem to the suspension control module.

[0262] Step 710: In response to the system state of the suspension control subsystem meeting the second preset requirement, the real-time longitudinal acceleration of the vehicle is obtained.

[0263] In some embodiments, the second preset requirement refers to the suspension control subsystem being in an on state, and the real-time longitudinal acceleration of the vehicle being acquired through the on-board sensor network and the vehicle's CAN bus. The real-time longitudinal acceleration is acquired by a speed sensor or by an IMU.

[0264] In some embodiments, the bit value corresponding to the second signal bit is obtained, and in response to the position corresponding to the second signal bit matching the third signal bit value, it is determined that the system state of the suspension control subsystem meets the second preset requirement.

[0265] Step 720: Determine the suspension damping based on the target acceleration and the real-time longitudinal acceleration.

[0266] Suspension damping is used to provide damping force to control the speed of the suspension. In this embodiment, suspension damping is a measure of the suspension system's ability to dissipate vertical vibration energy and is dominated by the shock absorbers within the suspension system.

[0267] In this embodiment of the application, the steering wheel angle corresponding to the steering wheel inside the vehicle is obtained.

[0268] The target pitch angle of the vehicle is determined based on the steering wheel angle, target acceleration, and real-time longitudinal acceleration.

[0269] In practice, the target pitch angle corresponding to the aforementioned target acceleration and real-time longitudinal acceleration is determined from the target pitch angle mapping table. The target pitch angle is then corrected using the steering wheel angle to obtain the corrected target pitch angle.

[0270] Determine the target pitch angle corresponding to the aforementioned target acceleration and real-time longitudinal acceleration from the target pitch angle mapping table. Correct the target pitch angle using the steering wheel angle to obtain the corrected target pitch angle.

[0271] In this embodiment of the application, the driving conditions of the vehicle are determined based on the steering wheel angle, including turning conditions and straight driving conditions.

[0272] In response to the vehicle being in a turning condition, the target pitch angle is reduced, and the reduced target pitch angle is determined as the corrected target pitch angle.

[0273] In response to the vehicle being in a straight-line driving condition, the target pitch angle is directly determined as the corrected target pitch angle.

[0274] In this embodiment, a longitudinal acceleration-controller parameter mapping table is read. This table records the mapping relationships between multiple longitudinal accelerations and their corresponding controller parameters. Different controllers store different numbers of controller parameters. For example, if controller a has only one controller parameter, the longitudinal acceleration-controller parameter mapping table records the mapping relationships between multiple longitudinal accelerations and multiple controller parameters; if controller b has three controller parameters (a first parameter, a second parameter, and a third parameter), the longitudinal acceleration-controller parameter mapping table records the mapping relationships between multiple longitudinal accelerations and multiple first parameters, multiple second parameters, and multiple third parameters.

[0275] Determine the controller parameters corresponding to the real-time longitudinal acceleration from the longitudinal acceleration-controller parameter mapping table.

[0276] The real-time pitch angle of the vehicle and the corrected target pitch angle are input into the controller that applies these controller parameters to obtain the suspension damping.

[0277] The following explanation uses a PID controller as an example. A PID controller has proportional gain, integral gain, and derivative gain parameters.

[0278] The target proportional gain parameter, target integral gain parameter, and target derivative gain parameter corresponding to the real-time longitudinal acceleration are determined using the longitudinal acceleration-controller parameter mapping table. The target PID controller is then obtained by applying these target proportional gain parameters, target integral gain parameters, and target derivative gain parameters to the PID controller.

[0279] The deviation between the corrected target pitch angle and the vehicle's real-time pitch angle is used as the input to the target PID controller, which calculates the suspension damping.

[0280] In this embodiment, the suspension damping includes target front axle damping and target rear axle damping. Target front axle damping refers to the ability of the front axle suspension system to dissipate vertical vibration energy, which is dominated by the shock absorbers in the front axle suspension system. Target rear axle damping refers to the ability of the rear axle suspension system to dissipate vertical vibration energy, which is dominated by the shock absorbers in the rear axle suspension system.

[0281] In some embodiments, the front axle damping coefficient corresponding to the front axle is determined, and the rear axle damping coefficient corresponding to the rear axle is determined, wherein the front axle damping coefficient and the rear axle damping coefficient are preset by relevant personnel.

[0282] The product of the suspension damping and the front axle damping coefficient is determined as the target front axle damping, and the product of the suspension damping and the rear axle damping coefficient is determined as the target rear axle damping.

[0283] In some embodiments, the front axle damping coefficient and the rear axle damping coefficient are determined based on the direction and magnitude of the real-time longitudinal acceleration. Illustratively, when the vehicle accelerates, the rear axle requires greater damping force to suppress rear-end drop; therefore, the rear axle damping coefficient is greater than the front axle damping coefficient. When the vehicle decelerates, the front axle requires greater damping force to suppress front-end drop; therefore, the front axle damping coefficient is greater than the rear axle damping coefficient.

[0284] The product of the suspension damping and the front axle damping coefficient is determined as the target front axle damping, and the product of the suspension damping and the rear axle damping coefficient is determined as the target rear axle damping.

[0285] In some embodiments, the suspension control module outputs the target front axle damping and the target rear axle damping to the suspension actuator, which then performs the corresponding adjustment action.

[0286] Step 730: Determine the stiffness of the air spring based on the driving torque and real-time longitudinal acceleration.

[0287] Among them, the air spring stiffness is used to characterize the ability of the air spring to resist static deformation in order to control the deformation displacement of the suspension. In the embodiments of this application, the air spring stiffness refers to the measure of the elastic characteristics of the air spring in the vertical direction, which determines the support capacity and vertical vibration frequency of the suspension.

[0288] In this embodiment, the correction coefficient corresponding to the air spring stiffness is determined based on the real-time longitudinal acceleration, real-time driving speed, and driving torque.

[0289] Obtain the preset air spring stiffness. The product of the correction coefficient and the preset air spring stiffness is determined as the air spring stiffness.

[0290] In some embodiments, the air spring stiffness includes the front axle air spring stiffness and the rear axle air spring stiffness, wherein the front axle air spring stiffness refers to the measure of the elastic characteristics of the front axle air spring in the vertical direction, and the rear axle air spring stiffness refers to the measure of the elastic characteristics of the rear axle air spring in the vertical direction.

[0291] The front axle spring coefficient and the rear axle spring coefficient are determined based on the direction of the real-time longitudinal acceleration. In this embodiment, when the vehicle accelerates, the direction of the longitudinal acceleration is forward, which is the same as the vehicle's direction of travel. At this time, the rear axle spring coefficient is greater than the front axle spring coefficient. When the vehicle decelerates, the direction of the longitudinal acceleration is backward, which is opposite to the vehicle's direction of travel. At this time, the front axle spring coefficient is greater than the rear axle spring coefficient.

[0292] The front axle air spring stiffness is determined by multiplying the front axle air spring coefficient and the air spring stiffness; the rear axle air spring stiffness is determined by multiplying the rear axle air spring coefficient and the air spring stiffness.

[0293] In some embodiments, the suspension control module outputs the front axle air spring stiffness and air spring stiffness to the suspension actuator, and the air spring pressure regulating valve performs the corresponding adjustment action.

[0294] It should be noted that steps 700 to 730 above describe the specific content of determining suspension parameters, and steps 210 to 220 above also describe the specific content of determining suspension parameters. Steps 700 to 730 can be regarded as specific implementation schemes of steps 210 to 220.

[0295] In this embodiment, through the collaborative operation of the aforementioned drive control subsystem and suspension control subsystem, pitch suppression is achieved throughout the entire process from the power source to the suspension actuator. The drive state judgment module and suspension state judgment module independently manage the switching between the three states, ensuring the system operates safely and orderly under complex conditions. The drive torque calculation module suppresses pitch torque at its source through target acceleration limiting management and reasonable distribution of front and rear axle torque. The suspension control module achieves adaptive adjustment of suspension damping and air spring stiffness through PID closed-loop control based on the target pitch angle and real-time lookup of multi-dimensional dynamic parameters. This control method effectively overcomes the bottleneck of single control in anti-pitch performance, achieving the functional effect of vehicle drive anti-pitch.

[0296] Please see Figure 8 The diagram illustrates a structural block diagram of a vehicle control device provided in another exemplary embodiment of this application, which is executed by a vehicle and includes the following components.

[0297] The acquisition module 800 is used to drive the first controller to collect the target acceleration and driving torque of the vehicle in response to the system state of the vehicle's drive control system meeting a first preset requirement. The first preset requirement is used to indicate that the system state of the drive control system is in the on state. The receiving module 810 is configured to read the target acceleration and the driving torque from the first controller in response to the system state of the vehicle's suspension control system meeting a second preset requirement, wherein the second preset requirement is used to indicate that the system state of the suspension control system is in the on state; The determining module 820 is used to determine the suspension parameters corresponding to the suspension control system based on the target acceleration and the driving torque, so as to suppress the pitch motion generated by the vehicle using the suspension parameters.

[0298] In some embodiments, the suspension parameters include suspension damping and air spring stiffness, wherein the suspension damping is used to provide damping force to control the movement speed of the suspension, and the air spring stiffness is used to characterize the ability of the air spring to resist static deformation in order to control the deformation displacement of the suspension. The acquisition module 800 is also used to acquire the real-time longitudinal acceleration of the vehicle at the current moment, wherein the real-time longitudinal acceleration refers to the acceleration component of the vehicle along the longitudinal direction of the vehicle. The determining module 820 is further configured to determine the suspension damping based on the real-time longitudinal acceleration and the target acceleration; The determining module 820 is also used to determine the stiffness of the air spring based on the real-time longitudinal acceleration and the driving torque.

[0299] In some embodiments, the acquisition module 800 is further configured to acquire the steering wheel angle corresponding to the steering wheel inside the vehicle; The determining module 820 is further configured to determine the suspension damping based on the steering wheel angle, the real-time longitudinal acceleration, and the target acceleration.

[0300] In some embodiments, the determining module 820 is further configured to determine the target pitch angle of the vehicle based on the steering wheel angle, the real-time longitudinal acceleration, and the target acceleration; The determining module 820 is further configured to determine the control gain coefficient corresponding to the preset controller based on the real-time longitudinal acceleration. The determining module 820 is further configured to input the real-time pitch angle of the vehicle and the target pitch angle into the preset controller that applies the control gain coefficient to obtain the suspension damping.

[0301] In some embodiments, the acquisition module 800 is further configured to acquire the real-time driving speed of the vehicle; The determining module 820 is further configured to determine the air spring stiffness based on the real-time longitudinal acceleration, the real-time driving speed, and the driving torque.

[0302] In some embodiments, the determining module 820 is further configured to determine the correction coefficient corresponding to the air spring stiffness based on the real-time longitudinal acceleration, the real-time driving speed, and the driving torque; The determining module 820 is further configured to determine the stiffness of the air spring based on the correction coefficient and the preset air spring stiffness.

[0303] In some embodiments, the determining module 820 is further configured to determine an acceleration segmentation coefficient and an acceleration correction coefficient by the first controller based on the real-time longitudinal acceleration of the vehicle, wherein the acceleration segmentation coefficient is used to determine the rate of change of the real-time acceleration of the vehicle, and the acceleration correction coefficient is used to adjust the real-time acceleration. The determining module 820 is further configured to determine the target acceleration by means of the first controller based on the acceleration segmentation coefficient, the acceleration correction coefficient and the historical target acceleration of the vehicle at the previous moment; The determining module 820 is further configured to determine the driving torque by means of the first controller based on the target acceleration and the total mass of the vehicle.

[0304] In some embodiments, the first preset requirement is used to indicate that the system state of the drive control system is in the on state; The determining module 820 is further configured to, in response to the real-time driving speed of the vehicle being within a first preset speed range, obtain the system state of the drive control system as the "on" state through the first controller; and / or, in response to the wheel drive torque of the vehicle being within a preset torque range, obtain the system state of the drive control system as the "on" state through the first controller; and / or, in response to the real-time longitudinal acceleration of the vehicle being within a first preset acceleration range, obtain the system state of the drive control system as the "on" state through the first controller; and / or, in response to the steering wheel angle of the steering wheel inside the vehicle being less than a first angle, obtain the system state of the drive control system as the "on" state through the first controller; and / or, in response to the lateral acceleration of the vehicle being less than a first acceleration, obtain the system state of the drive control system as the "on" state through the first controller.

[0305] In some embodiments, the second preset requirement is used to indicate that the system state of the suspension control system is in the on state; The determining module 820 is further configured to: determine the system state of the suspension control system as the "on" state in response to the real-time longitudinal acceleration of the vehicle being within a second preset acceleration range; and / or determine the system state of the suspension control system as the "on" state in response to the real-time driving speed of the vehicle matching a first speed value; and / or determine the system state of the suspension control system as the "on" state in response to the wheel drive torque of the vehicle matching a preset value; and / or determine the system state of the suspension control system as the "on" state in response to the real-time driving speed of the vehicle being greater than a second speed value, wherein the first speed value and the second speed value are different values; and / or determine the system state of the suspension control system as the "on" state in response to the steering wheel angle of the steering wheel inside the vehicle being greater than a second angle; and / or determine the system state of the suspension control system as the "on" state in response to the lateral acceleration of the vehicle being greater than a second acceleration.

[0306] In this embodiment, by establishing a cross-domain information interaction mechanism between the drive control system and the suspension control system, the suspension system can obtain feedforward information on the target acceleration and driving torque of the drive system in advance, provided that preset state conditions are met, rather than relying solely on the post-event feedback from the vehicle attitude sensor. Based on this, the suspension control system can predictively adjust suspension parameters such as damping, stiffness, or height before pitch motion occurs, effectively improving the pitch suppression speed and accuracy under conditions such as rapid acceleration, emergency braking, and gear shifting, effectively improving ride comfort and handling stability. At the same time, the safety and reliability of cross-domain information interaction are ensured through a preset system state verification mechanism.

[0307] Figure 9 A structural block diagram of a computer device 900 provided in an exemplary embodiment of this application is shown. The computer device 900 can be a portable mobile terminal, such as a smartphone, tablet computer, MP3 player (Moving Picture Experts Group Audio Layer III), MP4 player (Moving Picture Experts Group Audio Layer IV), laptop computer, or desktop computer. The computer device 900 may also be referred to as a user device, portable terminal, laptop terminal, desktop terminal, or other names. Optionally, the computer device 900 can also be implemented as a mobile device, such as a vehicle-mounted terminal or other portable smart terminal.

[0308] Typically, computer device 900 includes a processor 901 and a memory 902.

[0309] Processor 901 may include one or more processing cores, such as a quad-core processor, a hexa-core processor, etc. Processor 901 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 901 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 901 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the screen. In some embodiments, processor 901 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0310] The memory 902 may include one or more computer-readable storage media, which may be non-transitory. The memory 902 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 902 are used to store at least one instruction, which is executed by the processor 901 to implement the vehicle control method provided in the method embodiments of this application.

[0311] This application embodiment also provides a vehicle, which includes a first controller corresponding to a drive control system and a second controller corresponding to a suspension control system. The second controller executes the vehicle control method involved in the above embodiments. In this application embodiment, in response to the system state of the vehicle's drive control system meeting a first preset requirement, the first controller obtains the target acceleration and driving torque of the vehicle; in response to the system state of the vehicle's suspension control system meeting a second preset requirement, the first controller receives the target acceleration and driving torque sent by the first controller; based on the target acceleration and driving torque, the suspension parameters corresponding to the suspension control system are determined, and the suspension parameters are used to suppress the pitch motion generated by the vehicle.

[0312] This application also provides a computer-readable storage medium storing at least one instruction, at least one program, a code set, or an instruction set, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the vehicle control method provided in the above-described method embodiments.

[0313] This application provides a computer program product or computer program that includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the vehicle control method provided in the above-described method embodiments.

[0314] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware, or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk. The above descriptions are merely optional embodiments of this application and are not intended to limit the application. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: In response to the system state of the vehicle's drive control system meeting a first preset requirement, the first controller is driven to collect the target acceleration and driving torque of the vehicle. The first preset requirement is used to indicate that the system state of the drive control system is in the on state. In response to the system state of the vehicle's suspension control system meeting a second preset requirement, the target acceleration and the driving torque are read from the first controller, and the second preset requirement is used to indicate that the system state of the suspension control system is in the activated state; Based on the target acceleration and the driving torque, the suspension parameters corresponding to the suspension control system are determined, and the suspension parameters are used to suppress the pitch motion of the vehicle.

2. The method according to claim 1, characterized in that, The suspension parameters include suspension damping and air spring stiffness. The suspension damping is used to provide damping force to control the movement speed of the suspension, and the air spring stiffness is used to characterize the ability of the air spring to resist static deformation in order to control the deformation displacement of the suspension. The step of determining the suspension parameters corresponding to the suspension control system based on the target acceleration and the driving torque includes: Obtain the real-time longitudinal acceleration of the vehicle at the current moment, where the real-time longitudinal acceleration refers to the acceleration component of the vehicle along the longitudinal direction of the vehicle. The suspension damping is determined based on the real-time longitudinal acceleration and the target acceleration; The stiffness of the air spring is determined based on the real-time longitudinal acceleration and the driving torque.

3. The method according to claim 2, characterized in that, Determining the suspension damping based on the real-time longitudinal acceleration and the target acceleration includes: Obtain the steering wheel angle corresponding to the steering wheel inside the vehicle; The suspension damping is determined based on the steering wheel angle, the real-time longitudinal acceleration, and the target acceleration.

4. The method according to claim 3, characterized in that, Determining the suspension damping based on the steering wheel angle, the real-time longitudinal acceleration, and the target acceleration includes: The target pitch angle of the vehicle is determined based on the steering wheel angle, the real-time longitudinal acceleration, and the target acceleration. Based on the real-time longitudinal acceleration, determine the control gain coefficient corresponding to the preset controller; The real-time pitch angle of the vehicle and the target pitch angle are input into the preset controller that applies the control gain coefficient to obtain the suspension damping.

5. The method according to claim 2, characterized in that, Determining the stiffness of the air spring based on the real-time longitudinal acceleration and the driving torque includes: Obtain the real-time driving speed of the vehicle; The stiffness of the air spring is determined based on the real-time longitudinal acceleration, the real-time driving speed, and the driving torque.

6. The method according to claim 5, characterized in that, Determining the air spring stiffness based on the real-time longitudinal acceleration, the real-time driving speed, and the driving torque includes: The correction coefficient corresponding to the air spring stiffness is determined based on the real-time longitudinal acceleration, the real-time driving speed, and the driving torque. The stiffness of the air spring is determined based on the correction coefficient and the preset air spring stiffness.

7. The method according to claim 1, characterized in that, The first drive controller collects the target acceleration and driving torque of the vehicle, including: The first controller is driven to determine an acceleration segmentation coefficient and an acceleration correction coefficient based on the real-time longitudinal acceleration of the vehicle. The acceleration segmentation coefficient is used to determine the rate of change of the real-time acceleration of the vehicle, and the acceleration correction coefficient is used to adjust the real-time acceleration. The first controller is driven to determine the target acceleration based on the acceleration segmentation coefficient, the acceleration correction coefficient, and the vehicle's historical target acceleration at the previous moment; The first controller determines the driving torque based on the target acceleration and the vehicle's total mass.

8. The method according to claim 1, characterized in that, The method further includes: In response to the vehicle's real-time driving speed being within a first preset speed range, the first controller obtains the system state of the drive control system as the "on" state; and / or, In response to the vehicle's wheel drive torque being within a preset torque range, the first controller obtains the system state of the drive control system as the "on" state; and / or, In response to the vehicle's real-time longitudinal acceleration being within a first preset acceleration range, the first controller obtains the system state of the drive control system as the "on" state; and / or, In response to the steering wheel angle inside the vehicle being less than a first angle, the first controller obtains the system state of the drive control system as the "on" state; and / or, In response to the lateral acceleration of the vehicle being less than a first acceleration, the first controller obtains the system state of the drive control system as the "on" state.

9. The method according to claim 1, characterized in that, The method further includes: In response to the vehicle's real-time longitudinal acceleration being within a second preset acceleration range, the system state of the suspension control system is determined to be the "on" state; and / or, In response to the vehicle's real-time driving speed matching a first speed value, the system state of the suspension control system is determined to be the "on" state; and / or, In response to the vehicle's wheel drive torque matching a preset value, the system state of the suspension control system is determined to be the "on" state; and / or, In response to the vehicle's real-time driving speed being greater than a second speed value, the system state of the suspension control system is determined to be the "on" state, wherein the first speed value and the second speed value are different values; and / or, In response to the steering wheel angle within the vehicle being greater than the second angle, the system state of the suspension control system is determined to be the "on" state; and / or, In response to the lateral acceleration of the vehicle being greater than the second acceleration, the system state of the suspension control system is determined to be the activated state.

10. A vehicle control device, characterized in that, The device includes: The acquisition module is used to drive the first controller to collect the target acceleration and driving torque of the vehicle in response to the system state of the vehicle's drive control system meeting a first preset requirement. The first preset requirement is used to indicate that the system state of the drive control system is in the on state. The receiving module is configured to read the target acceleration and the driving torque from the first controller in response to the system state of the vehicle's suspension control system meeting a second preset requirement, wherein the second preset requirement is used to indicate that the system state of the suspension control system is in the activated state; The determination module is used to determine the suspension parameters corresponding to the suspension control system based on the target acceleration and the driving torque, so as to suppress the pitch motion generated by the vehicle using the suspension parameters.

11. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing at least one program, which is loaded and executed by the processor to implement the vehicle control method as described in any one of claims 1 to 9.

12. A vehicle, characterized in that, The vehicle is used to perform the vehicle control method as described in any one of claims 1 to 9.

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