A control method of an electric vehicle, a controller, and an electric vehicle

Abstract

The application provides a control method of an electric vehicle, a controller and the electric vehicle. After the front of the electric vehicle drives into an uphill section of a camber slope, before the front of the electric vehicle drives into the top of the camber slope, the suspension system is controlled to compress. After the front of the electric vehicle drives out of the top of the camber slope, before the rear of the electric vehicle drives out of the top of the camber slope, the suspension system is controlled to rebound. After the rear of the electric vehicle drives out of the top of the camber slope, before the front of the electric vehicle drives into a downhill section of the camber slope, the suspension system is controlled to continue rebounding. Through the control method, the application can control the suspension system to compress, rebound and continue rebounding in sequence according to different position stages of the electric vehicle on the camber slope, so that the motion direction of the suspension system matches the camber slope, the difference in the body posture of the vehicle between the horizontal road surface and the camber slope is reduced by adjusting the motion direction of the suspension, and the body vibration of the electric vehicle is reduced.

Description

Technical Field

[0001] This application relates to the field of electric vehicles, and more particularly to a control method, controller, and electric vehicle for electric vehicles. Background Technology

[0002] In daily driving, slopes are a common road scenario. When a vehicle is going uphill, its body posture changes significantly relative to a level surface, resulting in severe body vibration. This continuous vibration reduces ride comfort, causing discomfort to passengers, and in severe cases, it can affect the driver's handling stability and driving safety.

[0003] Therefore, how to reduce vehicle vibration when going uphill is an urgent problem to be solved. Summary of the Invention

[0004] This application provides a control method, controller, and electric vehicle for an electric vehicle, which reduces vehicle body vibration when going uphill by controlling the compression or rebound of the suspension system.

[0005] To achieve the above objectives, this application adopts the following technical solution: Firstly, a control method for an electric vehicle is provided. This method reduces vehicle body vibration by adjusting the direction of motion of the suspension system as the electric vehicle travels over an arched slope. The control method includes: controlling the suspension system to compress during the uphill travel of the electric vehicle, after the front of the vehicle enters the uphill section of the arched slope and before the front of the vehicle enters the crest of the arched slope; controlling the suspension system to rebound after the front of the vehicle exits the crest of the slope and before the rear of the vehicle exits the crest of the slope; and controlling the suspension system to continue rebounding during the downhill travel of the electric vehicle, after the rear of the vehicle exits the crest of the slope and before the front of the vehicle exits the downhill section.

[0006] The direction of motion of a suspension system includes both compression and rebound. When the distance between the wheel and the vehicle body increases under the action of the suspension system, the direction of motion of the suspension system at this time can be called the rebound direction; when the distance between the wheel and the vehicle body decreases under the action of the suspension system, the direction of motion of the suspension system at this time can be called the compression direction.

[0007] The control method provided in this application sequentially controls the suspension system to compress, rebound, and continue rebound according to the different positions of the electric vehicle on the arch slope, so that the movement direction of the suspension system matches the undulation of the arch slope. By adjusting the movement direction of the suspension, the difference in vehicle body posture between the horizontal road surface and the arch slope is reduced, thereby reducing the vibration of the electric vehicle body.

[0008] In one embodiment, the control method further includes: during the process of the electric vehicle driving towards the arch slope, before the distance between the front of the electric vehicle and the uphill section decreases to a preset distance, controlling the suspension system to rebound or compress according to road conditions. During the process of the electric vehicle driving towards the arch slope, after the distance between the front of the electric vehicle and the uphill section decreases to a preset distance but before the front of the electric vehicle enters the uphill section, controlling the suspension system to compress.

[0009] This embodiment controls the suspension system to compress in advance before the front of the vehicle enters the uphill section. This allows the suspension system to prepare for the formal compression after the front of the vehicle enters the uphill section by pre-compressing, thus avoiding the inability to effectively absorb the impact due to improper suspension system positioning when the front of the vehicle just enters the uphill section, thereby improving the vibration suppression effect at the beginning of the uphill section.

[0010] In one embodiment, the control method specifically includes: after the distance between the front of the electric vehicle and the uphill section decreases to a preset distance, and before the front of the electric vehicle enters the uphill section, controlling the active actuator of the suspension system to output a first compression force. After the front of the electric vehicle enters the uphill section, and before the front of the electric vehicle reaches the top of the arch slope, during the uphill driving process of the electric vehicle, controlling the active actuator to output a second compression force greater than the first compression force.

[0011] This embodiment increases the compression force from a first compression force to a second compression force after the vehicle enters the uphill section. This allows the suspension system to obtain greater compression force at the beginning of the uphill climb, thus buffering road impacts and suppressing the tendency for the vehicle to pitch backward. Simultaneously, since the suspension system has already achieved a certain compression stroke through pre-compression before entering the uphill section, the response of the suspension system will be smoother during the transition from the first compression force to the second compression force, avoiding additional impacts caused by sudden changes in compression force.

[0012] In one embodiment, the control method specifically includes: during the uphill driving of the electric vehicle, controlling the active actuator of the suspension system to output a compressive force and controlling the compressive force to decrease linearly; and during the downhill driving of the electric vehicle, controlling the active actuator to output a tensile force and controlling the tensile force to decrease linearly.

[0013] In this embodiment, the active actuator outputs a large compressive force when the vehicle's front end first enters the uphill section, which can meet the large upward suppression requirement in the initial stage of uphill driving. After the initial stage of uphill driving, the compressive force decreases linearly as the impact suppression requirement of the electric vehicle decreases. This ensures that the compressive force and the upward suppression requirement of the electric vehicle remain matched at every moment during the uphill driving process, thereby improving the vehicle's body vibration suppression effect. Similarly, in this embodiment, the control of the tensile force during downhill driving also ensures that the tensile force and the downward suppression requirement of the electric vehicle remain matched at every moment during the downhill driving process, thereby improving the vehicle's body vibration suppression effect.

[0014] In one embodiment, the control method specifically includes: during the uphill driving of the electric vehicle, controlling the active actuator of the suspension system to output a compressive force and controlling the compressive force to increase as the driving speed of the electric vehicle increases; during the downhill driving of the electric vehicle, controlling the active actuator to output a tensile force and controlling the tensile force to increase as the driving speed increases.

[0015] This embodiment links the compressive and tensile forces to the driving speed of the electric vehicle, enabling the active actuator to output greater compressive or tensile forces at higher driving speeds to counteract more severe pitch changes, while outputting smaller compressive or tensile forces at lower driving speeds to avoid over-adjustment. This allows the active adjustment capability of the suspension system to match the actual needs of the electric vehicle at different driving speeds, thereby improving the vehicle body vibration suppression effect.

[0016] In one embodiment, the control method further includes: controlling the active actuator of the suspension system to output a tensile force during the downhill driving process, after the rear of the electric vehicle has exited the crest of the hill and before the front of the electric vehicle has exited the downhill section. After the front of the electric vehicle has exited the downhill section and before the rear of the electric vehicle has exited the downhill section, when the wheels of the electric vehicle are in the air, controlling the active actuator to output a compressive force.

[0017] This embodiment outputs compressive force when the wheel is airborne, which can reduce the speed of the suspension system in the rebound direction, and even drive the suspension system to change from the rebound direction to the compression direction, so that the suspension system is pre-compressed before landing, reducing the impact force from the road surface and reducing vehicle vibration.

[0018] In one embodiment, the control method further includes: when the wheels of the electric vehicle are off the ground, controlling the value of the compressive force output by the active actuator to be less than the value of the tensile force output by the active actuator during the downhill driving of the electric vehicle.

[0019] This embodiment makes the pre-compression process of the suspension system smoother by controlling the compression force when the wheel is airborne to be less than the tension force during the downhill driving phase, thus avoiding a violent reversal of the suspension system's direction of motion and eliminating the additional impact caused by the sudden change in direction of motion.

[0020] In one embodiment, the control method further includes: during the uphill driving of the electric vehicle, controlling the compression amplitude of the suspension systems of the two front wheels to be greater than the compression amplitude of the suspension systems of the two rear wheels; and during the downhill driving of the electric vehicle, controlling the rebound amplitude of the suspension systems of the two front wheels to be greater than the rebound amplitude of the suspension systems of the two rear wheels.

[0021] In this embodiment, when the electric vehicle is going uphill, the suspension systems of the two front wheels actively compress more while the suspension systems of the two rear wheels relatively compress less. By actively increasing the compression amplitude of the two front wheel suspension systems while limiting excessive compression of the rear suspension, the difference in the total compression amplitude between the two front and two rear wheel suspension systems is reduced, effectively suppressing the vehicle's upward pitching tendency. Similarly, when the electric vehicle is going downhill, by actively increasing the rebound amplitude of the two front wheel suspension systems and relatively compressing the two rear wheel suspension systems, the difference in the total rebound amplitude between the two front and two rear wheel suspension systems can also be actively reduced, effectively suppressing the vehicle's downward pitching tendency.

[0022] In one embodiment, the control method further includes: during uphill driving of the electric vehicle, controlling the difference in compression amplitude between the suspension systems of the two front wheels and the two rear wheels to increase as the opening of the accelerator pedal of the electric vehicle increases; and during downhill driving of the electric vehicle, controlling the difference in rebound amplitude between the suspension systems of the two front wheels and the two rear wheels to decrease as the opening of the accelerator pedal of the electric vehicle increases.

[0023] In this embodiment, when the electric vehicle is driving uphill and downhill, the suspension system control of the two front wheels and the two rear wheels is linked to the accelerator pedal opening. This allows the active compensation force of the suspension system to be matched with the degree of vertical load transfer, thereby accurately suppressing the pitch tendency of the electric vehicle during uphill and downhill driving, ensuring the stability of the vehicle body posture, and reducing vehicle body vibration.

[0024] In one embodiment, the control method further includes: during the process of the electric vehicle driving towards the arch slope, before the distance between the front of the electric vehicle and the uphill section decreases to a preset distance, controlling the suspension system to output a first damping force. During the process of the electric vehicle driving towards the arch slope, after the distance between the front of the electric vehicle and the uphill section decreases to the preset distance and before the front of the electric vehicle enters the uphill section, controlling the suspension system to output a second damping force less than the first damping force. After the front of the electric vehicle enters the uphill section of the arch slope and before the front of the electric vehicle reaches the crest of the arch slope, during the uphill driving of the electric vehicle, controlling the suspension system to output a third damping force less than the second damping force.

[0025] This embodiment achieves a gradual decrease in damping force as the electric vehicle approaches the arched slope. This ensures that the shock absorber maintains sufficient damping force on flat roads to guarantee driving stability. As the vehicle approaches the arched slope, the damping force is reduced to improve the response sensitivity of the suspension system and prepare for further reduction of damping force after the electric vehicle enters the uphill section. After entering the uphill section, the damping force is further reduced to fully absorb impact energy. Thus, the damping characteristics are optimized throughout the entire process of the electric vehicle entering the arched slope, effectively reducing vehicle body vibration.

[0026] In one embodiment, the control method further includes: controlling the suspension system to output a third damping force during the uphill driving of the electric vehicle, after the front of the electric vehicle enters the uphill section of the arch slope and before the front of the electric vehicle enters the crest of the arch slope; controlling the suspension system to output a fourth damping force greater than the third damping force after the front of the electric vehicle enters the crest of the slope and before the front of the electric vehicle exits the crest of the slope; and controlling the suspension system to output a third damping force after the front of the electric vehicle exits the crest of the slope and before the rear of the electric vehicle exits the crest of the slope.

[0027] In the first half of the process of the electric vehicle passing the crest of the hill, the damping force of the shock absorber is increased, enabling the suspension system to more quickly attenuate the pitch oscillations of the vehicle body caused by sudden changes in the load on the front and rear suspensions. In the second half of the process, the damping force of the shock absorber is reduced, allowing the suspension system to rebound smoothly during downhill driving to suppress the tendency of the front of the vehicle to pitch down. Ultimately, the electric vehicle can smoothly pass the crest of the arched slope.

[0028] In one embodiment, the control method further includes: after the front of the electric vehicle enters the uphill section of the arch slope and before the front of the electric vehicle enters the top of the arch slope, during the uphill driving of the electric vehicle, controlling the third damping force output by the suspension system to increase as the driving speed of the electric vehicle increases.

[0029] In this embodiment, during the uphill driving of the electric vehicle, the third damping force output by the shock absorber increases with the increase of the electric vehicle's driving speed. The third damping force is positively correlated with the driving speed, so that the damping force of the shock absorber can match the actual vibration excitation level at different driving speeds, thereby achieving a better vehicle body vibration suppression effect at different driving speeds.

[0030] Secondly, this application provides a controller for an electric vehicle, which is used to: control the suspension system to compress during the uphill travel of the electric vehicle, after the front of the vehicle enters the uphill section of an arched slope and before the front of the vehicle enters the crest of the arched slope; control the suspension system to rebound after the front of the vehicle exits the crest of the slope and before the rear of the vehicle exits the crest of the slope; and control the suspension system to continue rebounding during the downhill travel of the electric vehicle, after the rear of the vehicle exits the crest of the slope and before the front of the vehicle exits the downhill section.

[0031] In one embodiment, the controller is further configured to: control the suspension system to rebound or compress according to road conditions before the distance between the front of the electric vehicle and the uphill section decreases to a preset distance during the process of the electric vehicle approaching the arch slope; and control the suspension system to compress after the distance between the front of the electric vehicle and the uphill section decreases to the preset distance and before the front of the electric vehicle enters the uphill section during the process of the electric vehicle approaching the arch slope.

[0032] In one embodiment, the controller is specifically configured to: after the distance between the front of the electric vehicle and the uphill section decreases to a preset distance, and before the front of the electric vehicle enters the uphill section, control the active actuator of the suspension system to output a first compression force. After the front of the electric vehicle enters the uphill section, and before the front of the electric vehicle reaches the top of the arch, during the uphill driving process of the electric vehicle, control the active actuator to output a second compression force greater than the first compression force.

[0033] In one embodiment, the controller is specifically configured to: control the active actuator of the suspension system to output compressive force and control the compressive force to decrease linearly during the uphill driving of the electric vehicle; and control the active actuator to output tensile force and control the tensile force to decrease linearly during the downhill driving of the electric vehicle.

[0034] In one embodiment, the controller is specifically configured to: control the active actuator of the suspension system to output compressive force during uphill driving of the electric vehicle, and control the compressive force to increase as the electric vehicle's speed increases; and control the active actuator to output tensile force during downhill driving of the electric vehicle, and control the tensile force to increase as the driving speed increases.

[0035] In one embodiment, the controller is further configured to: control the active actuator of the suspension system to output tensile force after the rear of the electric vehicle has exited the crest of the hill and before the front of the electric vehicle has exited the downhill section, during the downhill driving of the electric vehicle; and control the active actuator to output compressive force after the front of the electric vehicle has exited the downhill section and before the rear of the electric vehicle has exited the downhill section, when the wheels of the electric vehicle are in the air.

[0036] In one embodiment, the controller is further configured to: control the value of the compressive force output by the active actuator to be less than the value of the tensile force output by the active actuator during the downhill driving of the electric vehicle when the wheels of the electric vehicle are in the air.

[0037] In one embodiment, the controller is further configured to: control the compression amplitude of the suspension system of the two front wheels to be greater than the compression amplitude of the suspension system of the two rear wheels during uphill driving of the electric vehicle; and control the rebound amplitude of the suspension system of the two front wheels to be greater than the rebound amplitude of the suspension system of the two rear wheels during downhill driving of the electric vehicle.

[0038] In one embodiment, the controller is further configured to: during uphill driving of the electric vehicle, control the difference in compression amplitude between the suspension systems of the two front wheels and the two rear wheels to increase as the accelerator pedal opening of the electric vehicle increases; and during downhill driving of the electric vehicle, control the difference in rebound amplitude between the suspension systems of the two front wheels and the two rear wheels to decrease as the accelerator pedal opening of the electric vehicle increases.

[0039] In one embodiment, the controller is further configured to: control the suspension system to output a first damping force before the distance between the front of the electric vehicle and the uphill section decreases to a preset distance during the process of the electric vehicle driving towards the arch slope; control the suspension system to output a second damping force less than the first damping force after the distance between the front of the electric vehicle and the uphill section decreases to the preset distance and before the front of the electric vehicle enters the uphill section during the process of the electric vehicle driving uphill; and control the suspension system to output a third damping force less than the second damping force after the front of the electric vehicle enters the uphill section of the arch slope and before the front of the electric vehicle enters the crest of the arch slope during the process of the electric vehicle driving uphill.

[0040] In one embodiment, the controller is further configured to: control the suspension system to output a third damping force during the uphill driving of the electric vehicle, after the front of the electric vehicle enters the uphill section of the arch and before the front of the electric vehicle enters the crest of the arch; control the suspension system to output a fourth damping force greater than the third damping force after the front of the electric vehicle enters the crest of the hill and before the front of the electric vehicle exits the crest of the hill; and control the suspension system to output a third damping force after the front of the electric vehicle exits the crest of the hill and before the rear of the electric vehicle exits the crest of the hill.

[0041] In one embodiment, the controller is further configured to: after the front of the electric vehicle enters the uphill section of the arch slope and before the front of the electric vehicle enters the top of the arch slope, during the uphill driving of the electric vehicle, control the third damping force output by the suspension system to increase as the driving speed of the electric vehicle increases.

[0042] Thirdly, this application provides an electric vehicle, which includes a suspension system and a controller. The controller is used to control the compression or rebound of the suspension system, specifically to perform the control methods as described in the first aspect and various embodiments of the first aspect.

[0043] For details on other beneficial effects, please refer to the beneficial effects described in the first aspect, which will not be repeated here. Attached Figure Description

[0044] Figure 1 A schematic diagram of a vehicle architecture provided for an embodiment of this application; Figure 2 This is a schematic diagram of a suspension system provided in an embodiment of this application; Figure 3 A schematic diagram of an arch slope provided in an embodiment of this application; Figure 4 A schematic diagram of the operating parameters of a vehicle provided in an embodiment of this application; Figure 5 This application provides a location map of a vehicle driving over an arch slope. Detailed Implementation

[0045] The technical solutions in this application will now be described in conjunction with the accompanying drawings. The detailed descriptions and drawings of the following embodiments are used to exemplarily illustrate the principles of this application, but should not be used to limit the scope of this application; that is, this application is not limited to the described embodiments.

[0046] It should be noted that, in this application, the terms "exemplary" or "for example" are used to indicate that something is being described as an example, illustration, or illustration. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or design solutions. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0047] In daily driving, slopes are a common road scenario. When a vehicle is going uphill, its body posture changes significantly relative to a level surface, resulting in severe body vibration. This continuous vibration reduces ride comfort, causing discomfort to passengers, and in severe cases, it can affect the driver's handling stability and driving safety.

[0048] In one embodiment, to reduce vehicle body vibration, the vehicle's suspension system can be controlled to climb hills with relatively low damping force, thereby preventing wheel vibrations from being transmitted to the vehicle body and causing body vibrations. However, this method can only partially absorb the vibrations generated by the wheels, and its effect on reducing body vibration is poor.

[0049] To address the aforementioned problems, this application provides a control method, controller, and electric vehicle for an electric vehicle. The method involves controlling the suspension system to compress after the front of the electric vehicle enters the uphill section of an arched slope and before the front of the electric vehicle reaches the crest of the arched slope. After the front of the electric vehicle exits the crest of the slope and before the rear of the electric vehicle exits the crest of the slope, the method controls the suspension system to rebound. After the rear of the electric vehicle exits the crest of the slope and before the front of the electric vehicle exits the downhill section, the method controls the suspension system to continue rebounding. Through this control method, this application can sequentially control the suspension system to compress, rebound, and continue rebounding according to different positions of the electric vehicle on the arched slope, matching the direction of movement of the suspension system with the arched slope. By adjusting the direction of suspension movement, the difference in vehicle posture between the horizontal road surface and the arched slope is reduced, thereby reducing the vehicle body vibration.

[0050] The following section will introduce the vehicle architecture and system architecture on which this application is based.

[0051] See Figure 1 , Figure 1 This is a schematic diagram of a vehicle architecture provided in an embodiment of this application. Vehicle 10 may be an electric vehicle. Figure 1 As shown, vehicle 10 includes a drive system 110, a suspension system 150, a body 160, and a vehicle controller 140 connected to the drive system 110 and the suspension system 150 respectively. The drive system 110 drives vehicle 10. The suspension system 150 connects the body of vehicle 10 to its wheels. The vehicle controller 140 controls the drive system 110 to drive vehicle 10 and controls the suspension system 150 to adjust the force transmission between the wheels and the body.

[0052] The four wheels of vehicle 10 can be divided into front wheels 120 and rear wheels 130 according to their position on the axle. Front wheels 120 are located on the front axle of vehicle 10, and rear wheels 130 are located on the rear axle of vehicle 10. For two wheels located on the same axle, based on their position relative to the vehicle body, front wheels 120 can be further divided into left front wheels and right front wheels, and rear wheels 130 into left rear wheels and right rear wheels. That is, among the four wheels of vehicle 10, the left front wheel and right front wheel are co-axle wheels, and the left rear wheel and right rear wheel are co-axle wheels; the left rear wheel and left front wheel are wheels on the same side, and the right rear wheel and right front wheel are wheels on the same side.

[0053] The drive system 110 can be referred to as a powertrain. This application embodiment does not limit the specific type of the drive system 110, which may include two drive motors and drive controllers connected to the two drive motors respectively. The two drive motors are connected to the front axle and the rear axle respectively. The drive motor connected to the front axle outputs torque to the front axle, and the drive motor connected to the rear axle outputs torque to the rear axle. The drive controller is used to control the two drive motors to output drive torque to the front axle and the rear axle respectively.

[0054] The suspension system 150 is specifically an active suspension system 150, which mainly consists of an active actuator 151, an elastic element 152, a shock absorber 153 and a controller 154. The controller 154 is connected to the active actuator 151 and the shock absorber 153 respectively, and is used to control the output of tensile force or compressive force of the active actuator 151, and to control the damping force of the shock absorber 153.

[0055] Depending on the type of suspension system 150, the active actuator 151, elastic element 152, and shock absorber 153 can have different connection methods. (See reference) Figure 2 The diagram shows a suspension system in which the elastic element 152 and the active actuator 151 can be connected in series and then connected in parallel with the shock absorber 153 between the vehicle body and the wheel. Alternatively, the active actuator 151 can be integrated with the shock absorber 153 and then connected in parallel with the elastic element 152 between the vehicle body and the wheel (not shown in the attached diagram).

[0056] The following is based on Figure 2 The suspension system 150 shown is used as an example for description. One end of the elastic element 152 of the suspension system 150 is connected to the vehicle body, and the other end is connected to the active actuator 151. The end of the active actuator 151 away from the elastic element 152 is connected to the vehicle body. One end of the shock absorber 153 is connected to the wheel, and the other end is connected to the vehicle body. The active actuator 151, the shock absorber 153, and the elastic element 152 jointly bear the relative movement between the vehicle body and the wheel. The distance between the wheel and the vehicle body can increase or decrease under the combined action of the active actuator 151, the shock absorber 153, and the elastic element 152. When the distance between the wheel and the vehicle body increases under the combined action of the active actuator 151, the shock absorber 153, and the elastic element 152, the direction of movement of the suspension system 150 can be referred to as the direction of rebound; when the distance between the wheel and the vehicle body decreases under the combined action of the active actuator 151, the shock absorber 153, and the elastic element 152, the direction of movement of the suspension system 150 can be referred to as the direction of compression.

[0057] The compressive force output by the active actuator 151 is a force that causes the suspension system 150 to move in the compression direction, while the tensile force is a force that causes the suspension system 150 to move in the rebound direction. When the suspension system 150 is stationary, when the active actuator 151 outputs the compressive force, the suspension system 150 will move in the compression direction; when the active actuator 151 outputs the tensile force, the suspension system 150 will move in the rebound direction. When the active actuator 151 outputs the tensile force during the suspension system 150's movement in the compression direction, the suspension system 150 will gradually begin to change from a movement speed decreasing in the compression direction to a movement speed decreasing in the rebound direction; when the active actuator 151 outputs the compressive force during the suspension system 150's movement in the rebound direction, the suspension system 150 will gradually begin to change from a movement speed decreasing in the rebound direction to a movement speed decreasing in the compression direction.

[0058] Therefore, when the active actuator 151 outputs compressive force, if the suspension system 150 is stationary, it will move in the compression direction. Conversely, if the suspension system 150 is moving in the rebound direction, it will change from the rebound direction to the compression direction, but it is not necessarily in the compression direction. Thus, the actual direction of motion of the suspension system 150 when the active actuator 151 outputs compressive force is determined by both its initial direction and the compressive force. Similarly, the change in the direction of motion of the suspension system 150 when the active actuator 151 outputs tensile force is also similar.

[0059] Vehicle 10 may have multiple suspension systems 150, each corresponding to one wheel. Each wheel will move closer to the vehicle body when its corresponding suspension system 150 compresses and move away from the vehicle body when its corresponding suspension system 150 rebounds. Each suspension system 150 can independently drive its corresponding wheel to move closer or further away from the vehicle body. For example, the left front wheel can move closer or further away from the vehicle body under the drive of the suspension system 150 corresponding to the left front wheel, and the movement of the left front wheel relative to the vehicle body will not affect the movement of other wheels relative to the vehicle body.

[0060] The control method provided in this application primarily controls the vehicle 10 during the process of traversing an arched slope, and can be executed by the controller 154 in the suspension system 150. An arched slope, also known as a camel hump section, refers to a road section where the elevation first rises and then falls in the direction of travel, forming an overall arched shape. (Reference) Figure 3The diagram illustrates the structure of an arched slope, which sequentially comprises an uphill section, a crest, and a downhill section. The uphill section refers to the segment of the arched slope where the longitudinal slope of the road has a positive value and its absolute value is greater than a preset threshold. The downhill section refers to the segment of the arched slope where the longitudinal slope of the road has a negative value and its absolute value is greater than a preset threshold. The crest refers to the segment of the arched slope located between the uphill and downhill sections where the absolute value of the longitudinal slope is less than or equal to the preset threshold. The larger the absolute value of the longitudinal slope of the uphill section, the steeper the uphill slope; similarly, the larger the absolute value of the longitudinal slope of the downhill section, the steeper the downhill slope. The crest can be... Figure 3 A line segment with length, as shown, can also be a point.

[0061] During the driving of vehicle 10, the current position of vehicle 10 on the arch slope can be determined by measuring the longitudinal slope of the road. Vehicle 10 can calculate the longitudinal slope of the road at its current position by measuring parameters such as the unsprung acceleration sensor, height sensor, or motor position sensor of the suspension system 150, or query the longitudinal slope of the road at its current position from an electronic map based on the positioning information.

[0062] After obtaining the longitudinal slope of the road where the vehicle 10 is located, the current position of the vehicle 10 on the arch slope can be determined, and the suspension system 150 can be controlled accordingly.

[0063] refer to Figure 4 The diagram shows the operating parameters of a vehicle 10. During the process of driving over an arched slope, the operating parameters of the vehicle 10 at each stage are as follows: Figure 4 As shown. In Figure 4 In the diagram, time t0 is the moment when the front of vehicle 10 enters the uphill section, time t1 is the moment when the front of the vehicle enters the crest of the slope, time t2 is the moment when the front of the vehicle exits the crest of the slope, time t3 is the moment when the rear of the vehicle exits the crest of the slope, time t4 is the moment when the front of the vehicle exits the downhill section, time t5 is the moment when the rear of the vehicle exits the downhill section, and time t6 is the moment when the distance between the front of vehicle 10 and the uphill section decreases to a preset distance before vehicle 10 enters the arch slope. Additionally, reference can be made to... Figure 5 Position map of vehicle 10 as it drives over the arch slope. Figure 5 Positions 0 to 6 in the table correspond to the positions of vehicle 10 from time t0 to time t6.

[0064] Next, with Figures 3 to 5 The content shown is used as an example and combined with Figure 1 and Figure 2 The vehicle architecture shown in this application provides a detailed description of the control method provided in this application.

[0065] When vehicle 10 travels across an arched slope under the driver's control, it sequentially passes through the uphill section, the crest, and the downhill section. When the front of vehicle 10 enters the uphill section at time t0 and before reaching the crest at time t1, that is, during the period between time t0 and t1, when vehicle 10 is located between position 0 and position 1, vehicle 10 is on the uphill section of the arched slope. During travel on the uphill section, because the longitudinal slope of the road is positive, the vertical load of vehicle 10 will transfer to the two rear wheels 130, causing a rapid change in the pressure on the suspension system 150 of the two rear wheels 130 and the two front wheels 120, thus triggering vehicle body vibration. At this time, the controller 154 of the suspension system 150 controls the active actuator 151 to drive the suspension system 150 to compress. The compression of the suspension system 150 counteracts the upward tendency of the vehicle body 160 caused by the rearward transfer of vertical load on the uphill section, thereby suppressing the change in the vehicle body 160's attitude and reducing vehicle body vibration.

[0066] As vehicle 10 continues its ascent towards the crest of the hill, the front of vehicle 10 gradually approaches the crest. Between time t1 and time t2, when the front of the vehicle enters the crest and exits it, and when vehicle 10 is positioned between position 1 and position 2, vehicle 10 is in the first half of its ascent. At this time, the impact of the road surface on vehicle 10 is reduced compared to the uphill section. Therefore, controller 154 can control the active actuator 151 to follow the road conditions, driving the suspension to compress or rebound. In other words, controller 154 controls the active actuator 151 to be in energy-dissipating mode, thereby preventing the active actuator 151 from excessively intervening in the vehicle's 160-degree attitude adjustment and ensuring the flexibility of the vehicle's 160-degree attitude adjustment.

[0067] As vehicle 10 continues to travel, after the front of the vehicle exits the crest of the hill at time t2 and before the rear of the vehicle exits the crest at time t3, that is, during the period between time t2 and time t3, when vehicle 10 is located between position 2 and position 3, vehicle 10 is in the latter half of the crest of the hill. At this time, the longitudinal slope of the road gradually changes to a negative value, and the vertical load of vehicle 10 will also be transferred to the two front wheels 120 with the change in longitudinal slope, causing the pressure on the suspension system 150 of the two rear wheels 130 and the two front wheels 120 to change drastically again. In response to this state of vehicle 10, controller 154 can control active actuator 151 to drive suspension system 150 to rebound, thereby providing upward support force for vehicle 10, suppressing the downward tendency of body 160 caused by vertical load transfer, and reducing body vibration.

[0068] After the rear of vehicle 10 passes the crest of the hill at time t3, vehicle 10 will begin its descent. Between time t3 and time t4, vehicle 10 will be descenting, positioned between positions 3 and 4. During the descent, the longitudinal gradient of vehicle 10 will further increase in the negative direction (i.e., the absolute value of the longitudinal gradient will further increase) on top of the latter half of the hill crest. Therefore, controller 154 can control active actuator 151 to continue driving the suspension system 150 to rebound, thereby reducing vehicle body vibration by further suppressing the downward tendency of the vehicle body 160.

[0069] In summary, the control method provided in this application sequentially controls the suspension system 150 to compress, rebound, and continue to rebound according to the different positions of the vehicle 10 on the arch slope, so that the movement direction of the suspension system 150 matches the position of the vehicle 10 on the arch slope. By adjusting the movement direction of the suspension, the difference in body posture 160 between the horizontal road surface and the arch slope is reduced, thereby reducing the body vibration of the vehicle 10.

[0070] Based on the control methods described above, further improvements can be made to enhance the suppression of vehicle body vibration. See below for details.

[0071] In one embodiment, the control of the direction of motion of the suspension system 150 can be refined by controlling the compressive and tensile forces output by the active actuator 151. At time t0, when the front of the vehicle just enters the uphill section, the vehicle 10 begins to ascend from a flat road surface. That is, the longitudinal slope of the road where the vehicle 10 is located will abruptly change from zero to a positive value, and the rate of change of the longitudinal slope reaches its maximum at time t0. At this time, the impact exerted on the vehicle 10 by the road surface is at its maximum, and the upward tendency of the vehicle body 160 is also at its maximum. As the vehicle 10 continues to travel on the uphill section, although the absolute value of the longitudinal slope of the road where the vehicle 10 is located is greater than that at time t0, the longitudinal slope itself tends to stabilize and remains basically unchanged. At this time, the road impact on the vehicle body vibration excitation of the suspension system 150 is relatively weakened.

[0072] Therefore, in order to adapt to the different impacts exerted on the vehicle 10 at different locations on the uphill section, the controller 154 controls the active actuator 151 to output a compressive force during the uphill driving process from time t0 to time t1, and controls the compressive force to decrease linearly. At time t0 when the front of the vehicle just enters the uphill section, the active actuator 151 can output a larger compressive force to meet the larger upward suppression requirement in the initial stage of the uphill section. After the initial stage, the compressive force decreases linearly as the impact suppression requirement of the vehicle 10 decreases, so that the compressive force and the upward suppression requirement of the vehicle 10 are always matched during the uphill driving process, thereby improving the vibration suppression effect of the vehicle body of the vehicle 10.

[0073] Similarly, at time t3, when the rear of the vehicle exits the crest of the hill, the longitudinal slope change rate of the road where vehicle 10 is located is at its maximum during the entire downhill process, and the downward pitching tendency of the vehicle's front end is most severe. As vehicle 10 continues to travel downhill, the longitudinal slope tends to stabilize, and the downward pitching tendency of the vehicle's front end gradually decreases. Therefore, in order to adapt to the different magnitudes of the downward pitching tendency of vehicle 10 at different positions on the downhill section, controller 154 controls the active actuator 151 to output a tensile force during the downhill travel from time t3 to time t4, and controls this tensile force to decrease linearly, so that the tensile force always matches the downward pitching suppression requirements of vehicle 10 during the downhill travel, thereby improving the vibration suppression effect of vehicle 10.

[0074] To prevent occupants from experiencing abruptness and weightlessness due to impact with the buffer block during the rebound of the elastic element 152 and shock absorber 153 of the suspension system 150, in one embodiment, the magnitude of the tensile force can be controlled based on the rebound amplitude of the elastic element 152 and shock absorber 153 during the output of the tensile force by the active actuator 151. When the rebound amplitude of the elastic element 152 and shock absorber 153 is less than a preset amplitude, the tensile force output by the active actuator 151 is controlled to be greater than zero; when the rebound amplitude of the elastic element 152 and shock absorber 153 is greater than or equal to the preset amplitude, the tensile force output by the active actuator 151 is controlled to be equal to zero.

[0075] In addition to the different locations on uphill and downhill sections affecting the control of vehicle 10, the vehicle speed also affects the control of vehicle 10. Considering that the degree of impact experienced by vehicle 10 when traveling over an uphill section at different speeds is significantly different, the active adjustment force of suspension system 150 also needs to be adaptively adjusted according to the driving speed.

[0076] When vehicle 10 travels at higher speeds over uphill and downhill sections, the pitch changes of the vehicle body 160 become more pronounced. If the compression or tension force output by the active actuator 151 is insufficient, the vibration suppression effect on the vehicle body will be greatly reduced. Conversely, when vehicle 10 travels at lower speeds over uphill and downhill sections, if the compression or tension force output by the active actuator 151 is too large, it will cause the suspension system 150 to over-adjust, introducing unnecessary disturbances to the vehicle body 160.

[0077] Therefore, during uphill driving of the vehicle 10, the controller 154 controls the active actuator 151 to output compressive force, and controls the compressive force to increase with the vehicle 10's driving speed. Simultaneously, during downhill driving of the vehicle 10, the controller controls the active actuator 151 to output tensile force, and controls the tensile force to increase with the driving speed. Through this control method, the compressive and tensile forces can be correlated with the vehicle 10's driving speed, allowing the active actuator 151 to output greater compressive or tensile force at higher driving speeds to counteract more severe pitch changes, and to output smaller compressive or tensile forces at lower driving speeds to avoid over-adjustment. This ensures that the active adjustment capability of the suspension system 150 matches the actual needs of the vehicle 10 at different driving speeds, improving the vehicle body vibration suppression effect.

[0078] After the rear of the vehicle exits the crest of the slope at time t3 and before the front of the vehicle exits the downhill section at time t4, the vehicle 10 is in the downhill driving phase. At this time, the controller 154 controls the active actuator 151 to output tensile force to suppress the downward tendency of the front of the vehicle and reduce vehicle vibration. In some cases, after the front of the vehicle 10 exits the downhill section at time t4 and before the rear of the vehicle exits the downhill section at time t5, the two front wheels 120 of the vehicle 10 have left the arched slope section and entered the flat road surface, while the rear wheels 130 are still on the downhill section. At this time, there is a large difference in the longitudinal slope of the road surface where the two front wheels 120 and the two rear wheels 130 of the vehicle 10 are located, which will cause drastic changes in the pitch attitude of the front and rear parts of the vehicle body 160 and the vertical load of the suspension system 150, and may even cause the wheels to lift off the ground momentarily. When the wheels touch the ground after being lifted off the ground, they will be subjected to a huge impact force from the road surface, which will cause severe vehicle vibration.

[0079] To address this issue, this application controls the active actuator 151 to output compression force when the wheels are in the air. This compression force reduces the speed of the suspension system 150 in the rebound direction, and may even drive the suspension system 150 to change from the rebound direction to the compression direction, thereby pre-compressing the suspension system 150 before it touches the ground, reducing the impact force from the road surface and reducing vehicle vibration.

[0080] Furthermore, the magnitude of the compression force output by the active actuator 151 when the wheel is airborne can be precisely controlled. When the wheel lands after being airborne, it experiences a tremendous impact force from the road surface. This application controls the suspension system 150 to pre-compress before landing while the wheel is airborne, which can reduce the impact force from the road surface. However, the greater the compression force, the more severe the reversal of the movement direction of the suspension system 150. Excessive compression force will cause the vehicle 10 to not only fail to reduce the road impact force when landing, but will also cause the movement direction of the suspension system 150 to reverse violently, thereby generating additional impact on the vehicle body 160.

[0081] Considering that the vehicle 10 is traveling downhill before the wheels are airborne, the tensile force output by the active actuator 151 during this phase determines the magnitude of the rebound tendency of the suspension system 150 when the wheels are airborne. Therefore, when the wheels are airborne, the controller 154 controls the value of the compressive force output by the active actuator 151 to be less than the value of the tensile force output by the active actuator 151 during downhill travel. By controlling the compressive force when the wheels are airborne to be less than the tensile force during the previous downhill travel phase, the pre-compression process of the suspension system 150 is made smoother, avoiding a sharp reversal of the movement direction of the suspension system 150, thereby eliminating the additional impact caused by the sudden change in movement direction.

[0082] In this embodiment, when the compressive force output by the active actuator 151 is constant, the "value of the compressive force output by the active actuator 151" can be the value of the compressive force output by the active actuator 151 at any moment when the wheel is suspended in the air; when the compressive force output by the active actuator 151 is variable, the "value of the compressive force output by the active actuator 151" can be the maximum value of the compressive force output by the active actuator 151 during the process of the wheel being suspended in the air. Similarly, when the tensile force output by the active actuator 151 is constant, the "value of the tensile force output by the active actuator 151" can be the value of the tensile force output by the active actuator 151 at any moment during the downhill driving process of the vehicle 10; when the tensile force output by the active actuator 151 is variable, the "value of the tensile force output by the active actuator 151" can be the maximum value of the tensile force output by the active actuator 151 during the downhill driving process of the vehicle 10.

[0083] In one embodiment, the active actuators 151 of different wheels can be controlled to output compression force according to the different wheels that are in the air. For example, when the two front wheels 120 of the vehicle 10 are in the air, the active actuators 151 of the two front wheels 120 can be controlled to output compression force; when the two rear wheels 130 of the vehicle 10 are in the air, the active actuators 151 of the two rear wheels 130 can output compression force.

[0084] To improve the suppression of vehicle body vibration, the suspension systems 150 of the two front wheels 120 and the two rear wheels 130 of the vehicle 10 can be controlled differently. When the vehicle 10 is traveling uphill, the vertical load shifts to the two rear wheels 130, causing the compression amplitude of the suspension systems 150 of the two rear wheels 130 due to the rearward shift of the vertical load to be greater than that of the two front wheels 120. Similarly, when the vehicle 10 is traveling downhill, the vertical load shifts to the two front wheels 120, causing the compression amplitude of the suspension systems 150 of the two front wheels 120 due to the forward shift of the vertical load to be greater than that of the suspension systems 150 of the two rear wheels 130.

[0085] Considering the different compression amplitudes of the two front wheels 120 and the two rear wheels 130 due to vertical loads during uphill and downhill driving, this application controls the compression amplitude of the suspension system 150 of the two front wheels 120 under the drive of the active actuator 151 to be greater than that of the suspension system 150 of the two rear wheels 130 under the drive of the active actuator 151 during uphill driving of the vehicle 10; and controls the rebound amplitude of the suspension system 150 of the two front wheels 120 under the drive of the active actuator 151 to be greater than that of the suspension system 150 of the two rear wheels 130 under the drive of the active actuator 151 during downhill driving of the vehicle 10.

[0086] In this embodiment, by actively compressing the suspension systems 150 of the two front wheels 120 more and the suspension systems 150 of the two rear wheels 130 relatively less when the vehicle 10 is going uphill, the compression amplitude of the suspension systems 150 of the two front wheels 120 can be actively increased, while limiting the excessive compression of the rear suspension, thereby reducing the difference in the total compression amplitude between the suspension systems 150 of the two front wheels 120 and the two rear wheels 130, and effectively suppressing the upward tendency of the vehicle body 160.

[0087] Similarly, by having the suspension system 150 of the two front wheels 120 actively rebound more and the suspension system 150 of the two rear wheels 130 relatively compress less when the vehicle 10 is going downhill, the difference in the total rebound amplitude between the suspension systems 150 of the two front wheels 120 and the two rear wheels 130 can be actively reduced, thereby effectively suppressing the downward tendency of the vehicle body 160.

[0088] Considering that the driver's operation of the accelerator pedal during uphill driving directly affects the degree of vertical load transfer of vehicle 10, this application can also control the suspension system 150 during uphill and downhill processes in coordination with the driver's acceleration intention. When vehicle 10 is driving uphill, when the driver depresses the accelerator pedal deeply to increase the accelerator pedal opening, the magnitude of the vertical load transfer to the rear will be aggravated. At this time, it is necessary to control the difference in the compression magnitude of the suspension system 150 between the two front wheels 120 and the two rear wheels 130, which increases as the accelerator pedal opening of vehicle 10 increases, thereby effectively compensating for the aggravated vertical load transfer.

[0089] When vehicle 10 is traveling downhill, when the driver depresses the accelerator pedal deeply to increase the accelerator pedal opening, the vertical load will be transferred backward under the action of vehicle 10's acceleration, thus partially offsetting the forward movement of the vertical load during downhill driving. This causes the forward movement of the vertical load to decrease as the accelerator pedal opening increases. Because the forward movement of the vertical load decreases with increasing accelerator pedal opening, controller 154 can correspondingly control the difference in rebound amplitude between the two front wheels 120 and the two rear wheels 130 of the suspension system 150 to decrease as the accelerator pedal opening of vehicle 10 increases, thereby adapting the active compensation force of the suspension system 150 to the degree of vertical load transfer.

[0090] In this embodiment, when the vehicle 10 is driving uphill and downhill, the suspension system 150 of the two front wheels 120 and the two rear wheels 130 is controlled and associated with the accelerator pedal opening, so that the active compensation force of the suspension system 150 is matched with the degree of vertical load transfer, thereby accurately suppressing the pitch tendency of the vehicle 10 during the uphill and downhill process, ensuring the stability of the vehicle body 160 attitude, and reducing vehicle body vibration.

[0091] The above describes the specific control methods for the suspension system 150 when the vehicle 10 passes through uphill sections, the crest of a slope, and downhill sections. These control methods directly reduce the body vibration generated by the vehicle 10 when passing through an arched slope. In addition to the above-mentioned direct methods, the following indirect methods can be used before the vehicle 10 enters the arched slope to assist the above-mentioned direct methods in reducing body vibration.

[0092] In one embodiment, as the vehicle 10 is driving normally under the driver's control and gradually approaches the arch slope, before the distance between the front of the vehicle and the uphill section decreases to a preset distance at time t6, that is, before the vehicle 10 is at position 6, the vehicle 10 is still far from the arch slope and is driving on a relatively flat road. The road surface undulation is normal road condition, and the controller 154 can control the suspension system 150 to rebound or compress according to the road condition without the need for special active adjustment.

[0093] Subsequently, as vehicle 10 approaches the arch slope, at time t6 when the distance between the vehicle's front and the uphill section decreases to a preset distance, it indicates that vehicle 10 has approached the arch slope and is about to enter the uphill section. At this time, if the suspension system 150 still passively responds according to normal road conditions, then at the instant the front of the vehicle enters the uphill section, the suspension system 150 may be in any position, unable to cope with the impact of the uphill section in the optimal state, thus reducing the vibration suppression effect.

[0094] To address this issue, in one embodiment, controller 154 controls the suspension system 150 to compress after time t6, when the distance between the vehicle front and the uphill section decreases to a preset distance, and before time t0, when the vehicle front enters the uphill section. By controlling the suspension system 150 to compress in advance before the vehicle front enters the uphill section, the suspension system 150 can prepare for the formal compression after the vehicle front enters the uphill section through pre-compression, avoiding the ineffective absorption of impact due to improper positioning of the suspension system 150 when the vehicle front first enters the uphill section, thereby improving the vibration suppression effect at the beginning of the uphill section.

[0095] In this embodiment, the distance between the front of the vehicle and the uphill section can be measured by a pre-aiming camera installed at the front of the vehicle. The pre-aiming camera collects environmental images in front of the vehicle 10 and sends the collected environmental images to the controller 154, which determines the distance between the front of the vehicle and the uphill section based on the environmental images.

[0096] Furthermore, the control of compression force during the pre-compression stage and the uphill process can be further refined. When the suspension is pre-compressed, the vehicle 10 has not yet entered the uphill section, the road surface is still flat, and the load borne by the suspension system 150 has not changed significantly. However, during the uphill driving process, the vehicle 10 begins to bear the road impact and the tendency of vertical load to shift backward brought about by the uphill section, at which time the compression demand of the suspension system 150 increases significantly.

[0097] Therefore, it can be seen that the compression requirements of the suspension system 150 during the pre-compression phase and the uphill process are significantly different. To address this difference, the controller 154 can control the active actuator 151 to output a relatively small first compression force after time t6 and before time t0 to put the suspension system 150 in a pre-compression state. After time t0 when the front of the vehicle enters the uphill section and before time t1 when the front of the vehicle reaches the top of the hill, the controller can control the active actuator 151 to output a relatively large second compression force.

[0098] In this embodiment, by increasing the compression force from the first compression force to the second compression force after the vehicle enters the uphill section, the suspension system 150 obtains greater compression force at the beginning of the uphill phase to buffer road impacts and suppress the rearward tendency of the vehicle body 160. Simultaneously, since the suspension system 150 has already achieved a certain compression stroke through pre-compression before entering the uphill section, the response of the suspension system 150 will be smoother during the switch from the first compression force to the second compression force, avoiding additional impacts caused by sudden changes in compression force.

[0099] In one embodiment, during the uphill driving of the vehicle 10, after the active actuator 151 switches the output force to the second compression force, the controller 154 can further control the output force of the active actuator 151 to decrease linearly from the second compression force as the uphill driving of the vehicle 10 progresses.

[0100] In addition to reducing vehicle body vibration by controlling suspension compression or rebound, the damping force of the shock absorber 153 can also be controlled. See below for details.

[0101] Since vehicle 10 is still on a relatively flat road before time t6, the road surface is relatively flat and the vehicle body vibration amplitude is relatively low. Therefore, the shock absorber 153 needs to output a large first damping force to maintain the stability of the vehicle body 160 attitude and avoid the elastic element 152 from generating frequent reciprocating motion due to the small vibration of the road surface.

[0102] As vehicle 10 continues to move forward, when the distance between the front of the vehicle and the uphill section decreases to a preset distance, it indicates that vehicle 10 has approached the arched slope section and is about to enter the uphill section. At this time, vehicle 10 is still on a relatively flat road. After vehicle 10 enters the uphill section, because the damping force of shock absorber 153 is smaller, the impact energy of the road surface on the wheel is more easily converted into the elastic potential energy of elastic element 152. Therefore, the damping force of shock absorber 153 can be reduced to a smaller value to absorb the impact energy generated by the road surface.

[0103] During this process, in order for vehicle 10 to quickly switch to the damping force required for the uphill section at time t0 when the front of the vehicle enters the uphill section, the damping force of shock absorber 153 can be adjusted from a larger first damping force to a smaller second damping force after time t6 and before time t0. Then, after time t0, the damping force of shock absorber 153 can be further adjusted from the smaller second damping force to an even smaller third damping force. The damping force of shock absorber 153 can be adjusted by the current of the throttle valve in shock absorber 153.

[0104] In this embodiment, the damping force is gradually reduced from large to small as the vehicle 10 drives towards the arch slope. This ensures that the shock absorber 153 maintains sufficient damping force on the flat road surface to guarantee driving stability. When approaching the arch slope, the damping force is reduced to improve the response sensitivity of the suspension system 150 and to prepare for further reduction of damping force after the vehicle 10 enters the uphill section. After entering the uphill section, the damping force is further reduced to fully absorb impact energy. Thus, the damping characteristics are optimized and matched throughout the entire process of the vehicle 10 driving into the arch slope, effectively reducing vehicle body vibration.

[0105] Between time t1 (when the front of the vehicle enters the crest of the hill) and time t2 (when the front of the vehicle exits the crest), vehicle 10 is in the first half of its ascent. At this point, the front of the vehicle has passed the highest point of the hill, while the rear may still be on the uphill section. The force distribution between the front and rear parts of the vehicle body 160 is significantly different, making it prone to pitch oscillations. Therefore, to reduce the pitch oscillations of vehicle 10 during this phase, controller 154 controls the shock absorber 153 to output a fourth damping force greater than the third damping force between time t1 and time t2. By increasing the damping force of the shock absorber 153, the suspension system 150 can more quickly attenuate the pitch oscillations of the vehicle body 160 caused by sudden changes in the load on the front and rear suspensions.

[0106] After the front of the vehicle exits the crest of the hill at time t2 and before the rear of the vehicle exits the crest of the hill at time t3, the vehicle 10 is in the latter half of the crest of the hill. At this time, the shock absorber 153 needs to work again with a lower third damping force so that the suspension system 150 can rebound smoothly during downhill driving to suppress the tendency of the front of the vehicle to pitch down.

[0107] In the first half of the journey when the vehicle 10 passes the crest of the hill, the damping force of the shock absorber 153 is increased, enabling the suspension system 150 to more quickly dampen the pitch oscillation of the vehicle body 160 caused by the sudden change in load on the front and rear suspensions. In the second half of the journey, the damping force of the shock absorber 153 is reduced, allowing the suspension system 150 to rebound smoothly during downhill driving to suppress the tendency of the front of the vehicle to pitch down. Ultimately, the vehicle 10 is able to smoothly pass the crest of the arched slope.

[0108] Furthermore, after time t3 when the front of the vehicle has passed the crest of the hill and before time t5 when the rear of the vehicle has exited the downhill section, the shock absorber 153 can be controlled to operate with a third damping force. After time t5 when the rear of the vehicle has exited the downhill section, that is, after the vehicle 10 is in position 5, the shock absorber 153 can be controlled to operate with a first damping force.

[0109] Based on this, considering the significant differences in the impact and vibration amplitude experienced by vehicle 10 when traveling uphill at different speeds, the damping force of shock absorber 153 also needs to be adaptively adjusted according to the travel speed. As described in the aforementioned embodiment, during the uphill travel of vehicle 10, shock absorber 153 operates at the third damping force to achieve impact absorption and attitude suppression. However, when vehicle 10 travels uphill at a higher speed, the road impact energy is greater and the upward tendency of vehicle body 160 is more severe. If the third damping force is small, the damping force of suspension system 150 will be insufficient to quickly attenuate the large vibration amplitude under high-speed conditions, and vehicle body vibration will be difficult to effectively suppress.

[0110] To address the aforementioned technical issues, the controller 154 controls the third damping force output by the shock absorber 153 to increase as the vehicle 10 travels uphill, thus positively correlated the third damping force with the travel speed. This ensures that the damping force of the shock absorber 153 matches the actual vibration excitation level at different travel speeds, thereby achieving a better vehicle body vibration suppression effect at different travel speeds.

[0111] Similar to the uphill process, the third damping force of the shock absorber 153 during the downhill process can also increase as the vehicle speed 10 increases.

[0112] In this embodiment of the application, a controller for an electric vehicle is also provided, and the control method executed by the controller is the same as described above. Figures 1-5 The control functions implemented by the relevant control methods correspond to the control functions.

[0113] In this embodiment of the application, an electric vehicle is also provided, including a suspension system and a controller. The controller is used to control the compression or rebound of the suspension system, and the control method executed by the controller when controlling the suspension system is the same as described above. Figures 1-5 The control functions implemented by the relevant control methods correspond to the control functions.

[0114] For more detailed information on controllers and electric vehicles, please refer to the previous text. Figures 1-5 An introduction to the control methods of electric vehicles.

[0115] In the embodiments of this application, the words "exemplary," "for example," etc., are used to indicate that they are examples, illustrations, or descriptions. Any embodiment or design that is described as "exemplary" in this application should not be construed as being more preferred or advantageous than other embodiments or design options. Specifically, the use of the term "exemplary" is intended to present the concept in a concrete manner.

[0116] It should be understood that the term "embodiment" used throughout this specification means that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, various embodiments throughout this specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0117] It should also be understood that in this application, "when," "if," "in the circumstances of," and "if" all refer to a situation where a corresponding action will be taken under certain objective circumstances, and are not time-limited. They do not require the device to perform a judgment action, nor do they imply any other limitations. Furthermore, in this application, the descriptions of conditions such as "when," "if," "in the circumstances of," and "if" can be understood as necessary conditions, without limiting whether the condition is a sufficient condition or a necessary and sufficient condition. For example, "in the case of A, execute B" can be understood as "if at least A is satisfied, execute B."

[0118] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for an electric vehicle, characterized in that, The control method reduces vehicle body vibration by adjusting the direction of motion of the suspension system as the electric vehicle travels over the arch slope. The control method includes: After the front of the electric vehicle enters the uphill section of the arch slope and before the front of the electric vehicle enters the top of the arch slope, during the uphill driving of the electric vehicle, the suspension system is controlled to compress. After the front of the electric vehicle has passed the crest of the hill and before the rear of the electric vehicle has passed the crest of the hill, the suspension system is controlled to rebound. After the rear of the electric vehicle has passed the crest of the hill and before the front of the electric vehicle has passed the downhill section, during the downhill driving of the electric vehicle, the suspension system is controlled to continue to rebound.

2. The control method according to claim 1, characterized in that, The control method further includes: During the process of the electric vehicle driving towards the arch slope, before the distance between the front of the electric vehicle and the uphill section decreases to a preset distance, the suspension system is controlled to rebound or compress according to the road conditions. During the process of the electric vehicle driving towards the arch slope, after the distance between the front of the electric vehicle and the uphill section is reduced to a preset distance and before the front of the electric vehicle enters the uphill section, the suspension system is controlled to compress.

3. The control method according to claim 2, characterized in that, The control method specifically includes: After the distance between the front of the electric vehicle and the uphill section is reduced to a preset distance, and before the front of the electric vehicle enters the uphill section, the active actuator of the suspension system is controlled to output a first compressive force. After the front of the electric vehicle enters the uphill section and before the front of the electric vehicle reaches the top of the arch slope, during the uphill driving of the electric vehicle, the active actuator is controlled to output a second compression force greater than the first compression force.

4. The control method according to any one of claims 1-3, characterized in that, The control method specifically includes: During the uphill driving of the electric vehicle, the active actuator of the suspension system is controlled to output compressive force and the compressive force is controlled to decrease linearly. During the downhill driving of the electric vehicle, the active actuator is controlled to output a tensile force and the tensile force is controlled to decrease linearly.

5. The control method according to any one of claims 1-4, characterized in that, The control method specifically includes: During the uphill driving of the electric vehicle, the active actuator of the suspension system is controlled to output compressive force and the compressive force is controlled to increase as the driving speed of the electric vehicle increases; During the downhill driving of the electric vehicle, the active actuator is controlled to output a tensile force, and the tensile force is controlled to increase as the driving speed increases.

6. The control method according to any one of claims 1-5, characterized in that, The control method further includes: After the rear of the electric vehicle has passed the crest of the hill and before the front of the electric vehicle has passed the downhill section, during the downhill driving of the electric vehicle, the active actuator of the suspension system is controlled to output tensile force. After the front of the electric vehicle has exited the downhill section and before the rear of the electric vehicle has exited the downhill section, while the wheels of the electric vehicle are in the air, the active actuator is controlled to output compression force.

7. The control method according to claim 6, characterized in that, The control method further includes: When the wheels of the electric vehicle are off the ground, the value of the compressive force output by the active actuator is less than the value of the tensile force output by the active actuator during the downhill driving of the electric vehicle.

8. The control method according to any one of claims 1-7, characterized in that, The control method further includes: During the uphill driving of the electric vehicle, the compression amplitude of the suspension system of the two front wheels is controlled to be greater than that of the suspension system of the two rear wheels. During the downhill driving of the electric vehicle, the rebound amplitude of the suspension system of the two front wheels is greater than that of the suspension system of the two rear wheels.

9. The control method according to claim 8, characterized in that, The control method further includes: During the uphill driving of the electric vehicle, the difference in compression amplitude of the suspension system controlling the two front wheels and the two rear wheels increases as the opening of the electric vehicle's accelerator pedal increases; During the downhill driving of the electric vehicle, the difference in rebound amplitude between the suspension systems controlling the two front wheels and the two rear wheels decreases as the opening of the electric vehicle's accelerator pedal increases.

10. The control method according to any one of claims 1-9, characterized in that, The control method further includes: During the process of the electric vehicle driving towards the arch slope, before the distance between the front of the electric vehicle and the uphill section decreases to a preset distance, the suspension system is controlled to output a first damping force; During the process of the electric vehicle driving towards the arch slope, after the distance between the front of the electric vehicle and the uphill section is reduced to a preset distance and before the front of the electric vehicle enters the uphill section, the suspension system is controlled to output a second damping force that is less than the first damping force. After the front of the electric vehicle enters the uphill section of the arch slope and before the front of the electric vehicle enters the top of the arch slope, during the uphill driving of the electric vehicle, the suspension system is controlled to output a third damping force that is less than the second damping force.

11. The control method according to any one of claims 1-10, characterized in that, The control method further includes: After the front of the electric vehicle enters the uphill section of the arch slope and before the front of the electric vehicle enters the top of the arch slope, during the uphill driving of the electric vehicle, the suspension system is controlled to output a third damping force. After the front of the electric vehicle enters the crest of the hill and before the front of the vehicle exits the crest of the hill, the suspension system is controlled to output a fourth damping force greater than the third damping force. After the front of the electric vehicle has passed the crest of the hill and before the rear of the electric vehicle has passed the crest of the hill, the suspension system is controlled to output the third damping force.

12. The control method according to any one of claims 1-11, characterized in that, The control method further includes: After the front of the electric vehicle enters the uphill section of the arch slope and before the front of the electric vehicle enters the top of the arch slope, during the uphill driving of the electric vehicle, the third damping force output by the suspension system increases as the driving speed of the electric vehicle increases.

13. A controller for an electric vehicle, characterized in that, The controller is used for: After the front of the electric vehicle enters the uphill section of the arch slope and before the front of the electric vehicle enters the top of the arch slope, during the uphill driving of the electric vehicle, the suspension system is controlled to compress. After the front of the electric vehicle has passed the crest of the hill and before the rear of the electric vehicle has passed the crest of the hill, the suspension system is controlled to rebound. After the rear of the electric vehicle has passed the crest of the hill and before the front of the electric vehicle has passed the downhill section, during the downhill driving of the electric vehicle, the suspension system is controlled to continue to rebound.

14. The controller according to claim 13, characterized in that, The controller is also used for: During the process of the electric vehicle driving towards the arch slope, before the distance between the front of the electric vehicle and the uphill section decreases to a preset distance, the suspension system is controlled to rebound or compress according to the road conditions. During the process of the electric vehicle driving towards the arch slope, after the distance between the front of the electric vehicle and the uphill section is reduced to a preset distance and before the front of the electric vehicle enters the uphill section, the suspension system is controlled to compress.

15. An electric vehicle, characterized in that, The electric vehicle includes a suspension system and a controller, the controller being used to control the compression or rebound of the suspension system, specifically for executing the control method of the electric vehicle as described in any one of claims 1-12.

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