Terrain recognition based electric all-terrain vehicle adaptive suspension configuration method and system

Abstract

The present application relates to the technical field of suspension control, and particularly relates to a method and system for adaptive suspension configuration of an electric all-terrain vehicle based on terrain identification. The present application comprises the construction of terrain load time series and regenerative braking load time series, respectively, analyzes the time overlap relationship, peak timing relationship and load change direction between terrain load and regenerative braking load for each wheel, identifies different load coupling events, determines phased response or joint response according to the load peak timing separation degree, generates the corresponding suspension configuration demand sequence, and then traces the load source of the configuration demand mutation to distinguish terrain dominance, regenerative braking dominance and collaborative mutation, and finally determines the suspension configuration according to different load change states. The present application realizes the adjustment of suspension configuration under the coupling condition of complex terrain and regenerative braking by coupling analysis and timing separation of terrain load and regenerative braking load at the event level, and tracing the source of configuration demand mutation.

Description

Technical Field

[0001] This invention relates to the field of suspension control technology, and in particular to an adaptive suspension configuration method and system for electric all-terrain vehicles based on terrain recognition. Background Technology

[0002] As electric all-terrain vehicles (ATVs) are increasingly used in mountainous, gravel, hilly, muddy, and unpaved complex road surfaces, the road excitations they experience during driving often exhibit randomness and abrupt changes. Compared to vehicles on ordinary roads, ATVs typically face greater road undulations, continuous bumps, potholes, and various terrain variations, and the load distribution between the wheels and the ground is prone to dynamic changes depending on the vehicle's driving state. As a crucial component connecting the vehicle body and wheels, the suspension system's damping and stiffness directly affect the wheels' ground contact capability, the vehicle's vertical response, and the vehicle's driving stability under complex terrain. Therefore, adaptively adjusting the suspension configuration according to the terrain and dynamic load changes is an important technological direction for improving the adaptability of electric ATVs to complex road surfaces.

[0003] Existing adaptive suspension control methods typically determine the suspension configuration based on road surface recognition results, vehicle vertical acceleration, wheel load, or vehicle attitude information. When the vehicle is only subjected to terrain excitation, predicting the dynamic wheel load based on terrain geometry and vehicle motion state, and adjusting the suspension configuration accordingly, can improve the suspension's adaptability to terrain changes to some extent. However, for electric all-terrain vehicles, the vehicle drive system has regenerative braking functionality. During vehicle deceleration, the regenerative braking torque generated by the motor acts on the wheels through the transmission system, further altering the dynamic load distribution between the front and rear axles and among the wheels. Therefore, the actual dynamic wheel load borne by the same wheel is not solely determined by terrain changes but is simultaneously affected by both terrain load and regenerative braking load. Based on this, a terrain recognition-based adaptive suspension configuration method and system for electric all-terrain vehicles is needed. Summary of the Invention

[0004] To overcome the shortcomings of existing technologies in which terrain load and regenerative braking load are processed independently, this invention provides an adaptive suspension configuration method and system for electric all-terrain vehicles based on terrain recognition.

[0005] Technical solution: An adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition, including the following steps:

[0006] S1: Obtain the time series of terrain load and regenerative braking load of the electric all-terrain vehicle;

[0007] S2: Based on the terrain load time series and regenerative braking load time series, obtain the terrain load action events and regenerative braking load action events for each wheel. For the same wheel, determine the time overlap relationship, load peak time sequence relationship and load direction change relationship of the two types of events, and obtain the load coupling events.

[0008] S3: Obtain the load peak time separation degree through the time separation formula, divide it into phased response events and joint response events, and determine the suspension configuration requirements respectively;

[0009] S4: Generate the phased suspension configuration requirement sequence and the joint suspension configuration requirement sequence based on the phased response events and the joint response events, respectively;

[0010] S5: Obtain the phased configuration requirement mutation point and the joint configuration requirement mutation point, and obtain the suspension configuration transition stage. Backtrack the configuration requirement mutation to the mutation position of terrain load and regenerative braking load. According to the time offset and load change, classify the load mutation type into terrain-dominated mutation, regenerative braking-dominated mutation or terrain-regenerative braking synergistic mutation.

[0011] S6: Generate corresponding suspension configuration requirements based on the load mutation type.

[0012] Preferably, the acquisition of the terrain load time series and the regenerative braking load time series of the electric all-terrain vehicle includes: the terrain load time series includes a historical monitored terrain load series and a predicted terrain load series; the regenerative braking load time series includes a historical monitored regenerative braking load series and a predicted regenerative braking load series; the terrain load time series is a terrain load series obtained by splicing the historical monitored terrain load series and the predicted terrain load series acting on the wheel system based on terrain geometric features, vehicle motion state, and wheel load response relationship when the vehicle passes through the corresponding terrain in the past; the regenerative braking load time series is a regenerative braking load time series obtained by obtaining the dynamic wheel load transfer effect of regenerative braking on each wheel based on the historical regenerative braking state, vehicle motion state, vehicle load distribution relationship, and wheel load response relationship during the historical regenerative braking process, obtaining the monitored regenerative braking load series and the predicted regenerative braking load series based on the dynamic wheel load transfer effect, and aligning and splicing the monitored regenerative braking load series and the predicted regenerative braking load series; the alignment and splicing is performed according to the same current time reference as the terrain load time series.

[0013] Preferably, the step of obtaining the terrain load action events and regenerative braking load action events for each wheel based on the terrain load time series and the regenerative braking load time series, determining the temporal overlap relationship, load peak time sequence relationship, and load direction change relationship of the two types of events for the same wheel, and obtaining load coupling events includes: obtaining the load action events corresponding to each wheel based on the terrain load time series and the regenerative braking load time series; the load action events include terrain load action events and regenerative braking load action events; the terrain load action event is the continuous process of dynamic wheel load change caused by terrain change on the corresponding wheel, and the regenerative braking load action event is the continuous process of dynamic wheel load transfer caused by regenerative braking on the corresponding wheel. The process involves obtaining the temporal overlap, peak load sequence, and load direction change relationships between the terrain load events and regenerative braking load events corresponding to the same wheel; determining load coupling events based on these relationships; the temporal overlap relationship being the intersection time period between the time windows of the terrain load events and the regenerative braking load events; the peak load sequence relationship being the temporal order and peak time interval between the peak load moments of the corresponding terrain load events and the regenerative braking load events for the same wheel; and the load direction change relationship being the consistency between the direction of terrain load change and the direction of regenerative braking load change.

[0014] Preferably, determining the load coupling event based on the time overlap relationship, load peak timing relationship, and load direction change relationship includes: determining the load peak timing relationship as terrain peak first, peak synchronization, or regenerative braking peak first based on the time offset between the load peak moments; obtaining the terrain load change direction and regenerative braking load change direction based on the load change between adjacent sampling moments of the load coupling event for the same wheel corresponding to the terrain load and the regenerative braking load, where the load change is greater than a preset load change and the sign of the corresponding load change is used as the basis for judging the corresponding load change direction; obtaining the load direction change relationship based on the consistency between the terrain load change direction and the regenerative braking load change direction; the load direction change relationship includes a co-directional coupling state and a reverse coupling state; the co-directional coupling state is when the terrain load and the regenerative braking load change directions are the same, and the reverse coupling state is when the terrain load and the regenerative braking load change directions are opposite; when the duration of the intersection time period is greater than a preset minimum effective overlap time and the time interval between two load peak moments is less than a preset peak time interval, determining the load coupling event for the corresponding wheel based on the load peak timing relationship and the load direction change relationship.

[0015] Preferably, determining the load coupling event of the corresponding wheel based on the load peak timing relationship and the load direction change relationship includes: load coupling events include peak synchronization enhancement type, peak precedence enhancement type, and peak cancellation type; the peak synchronization enhancement type is where the time interval between the peak load times of the terrain load event and the regenerative braking load event is not greater than a preset peak synchronization time threshold, and the two load events are coupled in the same direction; the peak precedence enhancement type is where the terrain load event and the regenerative braking load event corresponding to the same wheel are both coupled in the same direction, and the time interval between the peak load time and the peak regenerative braking load time is greater than the preset peak synchronization time threshold. The time threshold is set, and the peak state of terrain load or peak state of regenerative braking load is determined according to the chronological relationship between the peak times of the two loads. The effective overlap time period is the intersection time period between the time windows of the terrain load event and the regenerative braking load event. The peak cancellation type is when the two load events are in reverse coupling state and the time windows of the two load events have effective overlap, so that the terrain load and the regenerative braking load form reverse superposition within the effective overlap time period. When the load coupling event is peak cancellation type, the cancellation type suspension configuration requirement is generated according to the degree of reduction of the composite dynamic wheel load after the superposition of terrain load and regenerative braking load relative to the terrain dynamic wheel load.

[0016] Preferably, the step of obtaining the load peak time separation degree through the time separation formula, dividing it into phased response events and joint response events, and determining the suspension configuration requirements respectively, includes: obtaining the load peak time separation degree through the time separation formula based on the time interval between the load peak time of the terrain load event and the load peak time of the regenerative braking load event in the load coupling event, and the load peak formation time of each of the terrain load event and the regenerative braking load event; when the load peak time separation degree is greater than one, the corresponding terrain load event and regenerative braking load event are determined as phased response events, and the corresponding suspension configuration stage is generated according to the peak sequence of the terrain load event and the regenerative braking load event; when the load peak time separation degree is not greater than one, the corresponding terrain load event and regenerative braking load event are determined as joint response events, and the joint suspension configuration requirements of the corresponding wheel are determined according to the load direction change relationship; the time separation formula is:

[0017] ;

[0018] In the formula, For the first The degree of temporal separation of the load peak corresponding to each wheel; For the first Peak load moment of terrain load event for each wheel; For the first Peak load moment of regenerative braking load event for each wheel; For the first The duration of the terrain load event on each wheel from the start of the effective load change to the peak of the terrain load; For the first The duration of the regenerative braking load event for each wheel from the start of the effective load change to the peak moment of the regenerative braking load; It is a preset positive number.

[0019] Preferably, generating a phased suspension configuration requirement sequence and a joint suspension configuration requirement sequence based on phased response events and joint response events respectively includes: dividing the phased response events according to the peak order of terrain load events and regenerative braking load events in the phased response events to obtain a phased response stage sequence; determining the phased suspension configuration requirements corresponding to each sampling time based on the terrain load, regenerative braking load, load peak time interval, and time distance between the current time and the corresponding load peak time within each phased response stage, and constructing a phased suspension configuration requirement sequence according to the chronological order of each sampling time; the phased suspension configuration requirement sequence is formed by the terrain load events and regenerative braking load events acting on the terrain load events and regenerative braking load events according to their peak order. When the wheels are subjected to load, the sequence of suspension configuration requirements changes with the stage of load application. Based on the terrain load and regenerative braking load of the joint response event, time alignment is performed according to the same sampling time to obtain the composite dynamic wheel load sequence of the corresponding wheel. Based on the difference between the composite dynamic wheel load sequence and the terrain dynamic wheel load sequence of the corresponding wheel, the degree of enhancement or cancellation of the terrain dynamic wheel load by the regenerative braking load is obtained. Based on the degree of enhancement or cancellation, the load direction change relationship and the duration of the joint response event, the joint suspension configuration requirements corresponding to each sampling time are determined, and the joint suspension configuration requirement sequence is constructed according to the time sequence of each sampling time. The joint suspension configuration requirement sequence is the sequence of suspension configuration requirements changing with composite dynamic wheel load when the terrain load and regenerative braking load act on the corresponding wheel together within the effective overlapping time period.

[0020] Preferably, obtaining the phased configuration requirement mutation points and joint configuration requirement mutation points, and obtaining the suspension configuration transition stage, tracing the configuration requirement mutation back to the mutation positions of terrain load and regenerative braking load, and classifying the load mutation type into terrain-dominated mutation, regenerative braking-dominated mutation, or terrain-regenerative braking-coordinated mutation based on the time offset and load change amount, includes: detecting configuration requirement changes in adjacent time windows for the phased suspension configuration requirement sequence and the joint suspension configuration requirement sequence respectively; obtaining the phased configuration requirement mutation points and joint configuration requirement mutation points respectively based on the sampling time when the configuration requirement change amount between adjacent time windows exceeds a preset configuration requirement change threshold; obtaining the suspension configuration transition stage in the phased response process based on the position of the phased configuration requirement mutation point in the phased response stage sequence; and determining the joint configuration requirement transition stage based on the position of the joint configuration requirement mutation point in the joint suspension configuration requirement sequence. The location within the joint response event is used to obtain the suspension configuration transition stage in the joint response process; based on the phased configuration demand mutation point and the joint configuration demand mutation point, the terrain load mutation location and the regenerative braking load mutation location corresponding to the configuration demand mutation point are determined in the terrain load time series and the regenerative braking load time series, respectively; a first time offset between the configuration demand mutation point and the terrain load mutation location, and a second time offset between the configuration demand mutation point and the regenerative braking load mutation location are calculated, respectively; based on the relationship between the first time offset and the second time offset, and the load change at the terrain load mutation location and the regenerative braking load mutation location, the load mutation type corresponding to the configuration demand mutation is obtained; the load mutation type includes terrain-dominated mutation, regenerative braking-dominated mutation, and terrain-regenerative braking cooperative mutation.

[0021] Preferably, the step of generating corresponding suspension configuration requirements based on load mutation types includes: when the load mutation type corresponding to the configuration requirement mutation is a terrain-dominated mutation, obtaining the suspension pre-configuration time corresponding to the terrain load change based on a first time offset between the terrain load mutation location and the configuration requirement mutation point, and generating corresponding suspension configuration requirements based on the terrain load change direction; when the load mutation type corresponding to the configuration requirement mutation is a regenerative braking-dominated mutation, obtaining the suspension pre-configuration time corresponding to the regenerative braking load change based on a second time offset between the regenerative braking load mutation location and the configuration requirement mutation point, and generating corresponding suspension configuration requirements based on the regenerative braking load change direction; when the load mutation type corresponding to the configuration requirement mutation is a terrain-regenerative braking-coordinated mutation, obtaining the suspension pre-configuration time corresponding to the regenerative braking load change based on a second time offset between the regenerative braking load mutation location and the configuration requirement mutation point, and generating corresponding suspension configuration requirements based on the terrain load change direction; when the load mutation type corresponding to the configuration requirement mutation is a terrain-regenerative braking-coordinated mutation, obtaining the suspension pre-configuration time corresponding to the regenerative braking load change based on a second time offset between the terrain load change location and the configuration requirement mutation point, and generating corresponding suspension configuration requirements based on the terrain load change direction; The relationship between the load change direction and the regenerative braking load change direction is used to obtain either enhanced collaborative configuration requirements or offsetting collaborative configuration requirements; the suspension pre-configuration time is the time interval between the occurrence of the corresponding load mutation and the point of suspension configuration requirement mutation; when the load mutation type is an offsetting collaborative configuration requirement, the degree of offset is obtained based on the degree of reduction of the composite dynamic wheel load relative to the terrain dynamic wheel load; based on the relationship between the degree of offset and a preset degree of offset threshold, the offsetting collaborative configuration requirements are divided into mild offsetting configuration requirements, moderate offsetting configuration requirements, and severe offsetting configuration requirements; based on different levels of offsetting collaborative configuration requirements, the suspension damping adjustment direction, damping adjustment amplitude, and suspension configuration holding time of the corresponding wheel are determined respectively; the degree of offset is the degree of weakening of the dynamic wheel load change caused by the regenerative braking load on the terrain load.

[0022] Preferably, the terrain recognition-based adaptive suspension configuration system for electric all-terrain vehicles includes:

[0023] The sequence acquisition module acquires the terrain load time series and the regenerative braking load time series of the electric all-terrain vehicle.

[0024] The coupled event acquisition module obtains the terrain load action events and regenerative braking load action events of each wheel based on the terrain load time series and regenerative braking load time series. For the same wheel, it determines the time overlap relationship, load peak time sequence relationship and load direction change relationship of the two types of events, and obtains the load coupled events.

[0025] The load change acquisition submodule is used to obtain the direction of terrain load change and the direction of regenerative braking load change;

[0026] The coupling event segmentation submodule is used to classify load coupling events into peak synchronous enhancement type, peak first enhancement type, and peak cancellation type;

[0027] The phased and joint partitioning module obtains the load peak time sequence separation degree through the time sequence separation formula, divides it into phased response events and joint response events, and determines the suspension configuration requirements for each.

[0028] The configuration sequence generation module generates phased suspension configuration requirement sequences and joint suspension configuration requirement sequences based on phased response events and joint response events, respectively.

[0029] The mutation type classification module obtains the staged configuration requirement mutation points and joint configuration requirement mutation points, and obtains the suspension configuration transition stage. It traces the configuration requirement mutation back to the mutation position of terrain load and regenerative braking load, and classifies the load mutation type into terrain-dominated mutation, regenerative braking-dominated mutation, or terrain-regenerative braking-coordinated mutation based on the time offset and load change.

[0030] The suspension configuration module generates corresponding suspension configuration requirements based on the type of load mutation.

[0031] The beneficial effects of this invention are as follows:

[0032] This invention categorizes load coupling events into peak synchronous enhancement, peak-preceding enhancement, and peak cancellation types based on the peak time relationship and load change direction of terrain load and regenerative braking load, enabling suspension configurations to differentiate between different load co-action modes. This invention obtains terrain load and regenerative braking load events for the same wheel separately, and simultaneously describes the co-action state of the two types of loads from three dimensions: time overlap, peak load sequence, and load direction change. This invention uses the degree of separation of peak load sequences to determine whether a phased or combined response is required for the two types of loads. This invention establishes phased suspension configuration requirement sequences and combined suspension configuration requirement sequences for phased response events and combined response events, respectively, not only determining the existence of load coupling but also forming a suspension configuration requirement sequence that changes over time. It detects configuration requirement abrupt change points in the phased and combined suspension configuration requirement sequences and determines the suspension configuration transition stage based on the position of the configuration requirement abrupt change point in the corresponding response process, transforming the continuous change process of suspension configuration into a configuration response process with stage boundaries, providing a basis for subsequently determining the load source of suspension configuration changes and the timing of configuration adjustments. Attached Figure Description

[0033] Figure 1 This is a flowchart of the adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition according to the present invention.

[0034] Figure 2 This is a structural diagram of the adaptive suspension configuration system for electric all-terrain vehicles based on terrain recognition, as described in this invention. Detailed Implementation

[0035] The invention will now be described more fully below with reference to the accompanying drawings, in which presently preferred embodiments of the invention are illustrated. However, the invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided for thoroughness and completeness and to fully convey the scope of the invention to those skilled in the art.

[0036] Example 1: An adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition, such as... Figure 1 As shown, it includes the following steps:

[0037] S1: Obtain the time series of terrain load and regenerative braking load of the electric all-terrain vehicle;

[0038] S2: Based on the terrain load time series and regenerative braking load time series, obtain the terrain load action events and regenerative braking load action events for each wheel. For the same wheel, determine the time overlap relationship, load peak time sequence relationship and load direction change relationship of the two types of events, and obtain the load coupling events.

[0039] S3: Obtain the load peak time separation degree through the time separation formula, divide it into phased response events and joint response events, and determine the suspension configuration requirements respectively;

[0040] S4: Generate the phased suspension configuration requirement sequence and the joint suspension configuration requirement sequence based on the phased response events and the joint response events, respectively;

[0041] S5: Obtain the phased configuration requirement mutation point and the joint configuration requirement mutation point, and obtain the suspension configuration transition stage. Backtrack the configuration requirement mutation to the mutation position of terrain load and regenerative braking load. According to the time offset and load change, classify the load mutation type into terrain-dominated mutation, regenerative braking-dominated mutation or terrain-regenerative braking synergistic mutation.

[0042] S6: Generate corresponding suspension configuration requirements based on the load mutation type.

[0043] The terrain load time series includes a historical monitored terrain load series and a predicted terrain load series; the regenerative braking load time series includes a historical monitored regenerative braking load series and a predicted regenerative braking load series; the terrain load time series is a terrain load series obtained by splicing the historical monitored terrain load series and the predicted terrain load series acting on the wheel system based on terrain geometric features, vehicle motion state, and wheel load response relationship when vehicles pass through the corresponding terrain in the past; the regenerative braking load time series is a regenerative braking load time series obtained by obtaining the dynamic wheel load transfer effect of regenerative braking on each wheel based on the historical regenerative braking state, vehicle motion state, vehicle load distribution relationship, and wheel load response relationship during the historical regenerative braking process, obtaining the monitored regenerative braking load series and the predicted regenerative braking load series based on the dynamic wheel load transfer effect, and aligning and splicing the monitored regenerative braking load series and the predicted regenerative braking load series; the alignment and splicing is performed according to the same current time reference as the terrain load time series.

[0044] It should be noted that, to establish the terrain load time series and regenerative braking load time series corresponding to the current vehicle operating state, the following steps are taken first: according to a unified current time reference, the terrain geometric features, vehicle motion state, wheel load response relationship when the vehicle passed through the corresponding terrain in the past, historical regenerative braking state, vehicle load distribution relationship, and wheel load response relationship during the historical regenerative braking process are obtained during the operation of the electric all-terrain vehicle. The terrain geometric features are used to characterize the terrain changes that the vehicle is about to pass through or is currently passing through. The vehicle motion state is used to characterize the vehicle's motion state on the corresponding terrain. The wheel load response relationship when the vehicle passed through the corresponding terrain in the past is used to describe the historical response law of dynamic wheel load changes of each wheel under the same or similar terrain conditions.

[0045] Specifically, terrain geometry features are obtained from onboard vision sensors, and a correspondence between terrain geometry features and the vehicle's current position is established according to the vehicle's current driving direction. Vehicle motion state is obtained from operational data including vehicle speed, longitudinal acceleration, lateral acceleration, pitch angle, pitch rate, and wheel speed. Historical wheel load response relationships when vehicles traverse corresponding terrain are formed by associating wheel load changes during historical vehicle operation with corresponding terrain geometry features. Historical wheel load response relationships corresponding to current terrain conditions are obtained by matching historical data with terrain geometry features and vehicle motion states. The wheel load changes actually occurring at the current moment are used as the historical monitored terrain load sequence, and the wheel load changes predicted based on the current vehicle motion state and the terrain geometry features not yet actually traversed ahead of the vehicle are used as the predicted terrain load sequence. The historical monitored terrain load sequence represents terrain load changes that have occurred and been collected before the current moment, while the predicted terrain load sequence represents the terrain load changes expected from the current moment until the vehicle has fully traversed the corresponding terrain. To ensure that both sets of data can be used continuously in subsequent processing, the current time... Using the historical terrain load sequence as the splicing reference, the end of the historical monitoring terrain load sequence is time-aligned with the beginning of the predicted terrain load sequence, thus forming a continuous terrain load time series. For the regenerative braking load time series, the dynamic wheel load transfer effect of each wheel during regenerative braking is obtained based on the historical regenerative braking state, vehicle motion state, vehicle load distribution relationship, and wheel load response relationship during the historical regenerative braking process. The historical regenerative braking state includes historical regenerative braking torque, regenerative braking duration, and vehicle deceleration during the regenerative braking process, which can reflect the state data of the intensity of regenerative braking action. The vehicle load distribution relationship is used to describe the distribution state of the original vehicle load among each wheel. The wheel load response relationship during the historical regenerative braking process is used to describe the corresponding relationship of the wheel load change of each wheel under different regenerative braking states. In this embodiment, the dynamic wheel load change during the regenerative braking process is used as the regenerative braking load. In order to avoid the difference in the reference load of different wheels affecting the judgment of the subsequent load change direction and load coupling degree, the dynamic load is dimensionless after obtaining the terrain load time series and the regenerative braking load time series, specifically using the reference wheel load normalization method.

[0046] For the predicted terrain load sequence and the predicted regenerative braking load sequence, the prediction results maintain the same physical dimensions as the historical monitoring data, i.e., both are represented by N. The prediction process does not change the physical dimensions of the load; it only obtains the predicted load values ​​for future moments based on the wheel load response relationships when vehicles pass through corresponding terrain in the past and the wheel load response relationships during historical regenerative braking processes. In this embodiment, the prediction parameters used in the prediction process are not set as fixed empirical values, but are obtained through historical operating data. Specifically, multiple sets of terrain that the vehicle has already passed through and the corresponding regenerative braking processes are selected as historical samples. The terrain geometry features, vehicle motion states, and actual wheel load responses are mapped, and the historical regenerative braking states, vehicle motion states, and vehicle load distribution relationships are mapped to the actual wheel load responses. Based on the historical samples... The error between the predicted and actual values ​​is used to adjust the parameters of the prediction model. When the prediction error of multiple consecutive historical samples reaches the preset error range, the obtained mapping relationship is used to predict the terrain load and regenerative braking load after the current moment. The obtained terrain load time series not only includes the terrain load changes that the vehicle has already experienced, but also extends to the terrain area that the vehicle is about to pass through. The obtained regenerative braking load time series not only includes the dynamic wheel load transfer that has already occurred, but also indicates the subsequent dynamic wheel load transfer that is expected to occur under the current regenerative braking state. Both types of time series use the current moment as the connection reference, so that the temporal overlap relationship, load peak time sequence relationship and load direction change relationship of the terrain load action event and the regenerative braking load action event can be determined for the same wheel in subsequent processing.

[0047] The load events corresponding to each wheel are obtained based on the terrain load time series and the regenerative braking load time series. The load events include terrain load events and regenerative braking load events. The terrain load event is the continuous process of dynamic wheel load change caused by terrain changes on the corresponding wheel, and the regenerative braking load event is the continuous process of dynamic wheel load transfer caused by regenerative braking on the corresponding wheel. The temporal overlap relationship, load peak time sequence relationship, and load direction change relationship between the events are obtained based on the terrain load event and the regenerative braking load event corresponding to the same wheel. Load coupling events are determined based on the temporal overlap relationship, load peak time sequence relationship, and load direction change relationship. The temporal overlap relationship is the intersection time period between the time windows of the terrain load event and the regenerative braking load event. The load peak time sequence relationship is the temporal sequence and peak time interval between the load peak moments of the corresponding terrain load event and the regenerative braking load event for the same wheel. The load direction change relationship is the consistency between the direction of terrain load change and the direction of regenerative braking load change.

[0048] It should be noted that after obtaining the terrain load time series and regenerative braking load time series, wheel-by-wheel processing is performed on both time series using the same sampling time reference. Since both terrain load and regenerative braking load have been converted into dynamic wheel load changes for the corresponding wheels, terrain load action events and regenerative braking load action events are established separately for each wheel, and the time overlap relationship, load peak time sequence relationship, and load direction change relationship are further determined between the two events. Continuous effective load change intervals are identified from the terrain load time series, and continuous time intervals that meet the effective load change conditions are determined as terrain load action events. Continuous effective load change intervals are also identified from the regenerative braking load time series, and continuous time intervals that meet the effective load change conditions are determined as regenerative braking load action events. The effective load change conditions are used to exclude invalid load changes caused by sensor noise, normal minor vehicle vibrations, and measurement errors. For the i-th wheel, the terrain load change at sampling time k is expressed as... ;in The change in terrain load for the i-th wheel at sampling time k is expressed in N. Let N be the terrain load of the i-th wheel at sampling time k; Let N be the terrain load of the i-th wheel at sampling time k. The effective change thresholds for terrain load and regenerative braking load are obtained based on historical stable operating data. Under stable operating conditions where the vehicle does not experience significant terrain changes and does not perform significant regenerative braking, the absolute value distributions of terrain load changes and regenerative braking load changes are statistically analyzed. The mean and standard deviation of the corresponding stable operating condition data are combined, and the statistical quantile value covering the normal measurement noise range is used as the initial threshold. Subsequently, verification is performed using the already labeled terrain load events and regenerative braking load events. When the false triggering rate caused by normal vibration is lower than the preset proportion and When the detection rate of effective load events meets the preset requirements, the corresponding threshold is determined as the effective change threshold for actual use; the duration of historical terrain load events and regenerative braking load events is statistically analyzed, and the duration quantile that can exclude individual sampling noise and short-term abnormal fluctuations is used as the preset minimum effective overlap time; at the same time, it is verified in conjunction with the shortest control cycle that the suspension controller can effectively respond to ensure that the preset minimum effective overlap time is not less than the effective control cycle; to avoid inconsistencies in judgment criteria due to differences in peak time under different vehicle operating conditions, the load change direction can be determined based on the positive or negative sign of the normalized load change. At that time, the direction of terrain load change at the sampling moment is determined to be increasing, and vice versa. The time overlap relationship, load peak time sequence relationship, and load direction change relationship describe the correlation between two load events from different dimensions. Among them, the time overlap relationship is used to determine whether two load events coexist within the same time range; the load peak time sequence relationship is used to determine the order in which two load events reach the main load response stage; the load direction change relationship is used to determine whether the two load changes on the same wheel produce mutual reinforcement or mutual cancellation. The three are used together to determine the load coupling event, rather than the load coupling event being directly determined by any single relationship.

[0049] Based on the time offset between the peak load moments, the peak load timing relationship is determined as terrain peak first, peak synchronous, or regenerative braking peak first. Based on the load change of the terrain load and regenerative braking load corresponding to the same wheel between adjacent sampling moments of the load coupling event, the load change is greater than a preset load change, and the sign of the corresponding load change is used as the basis for judging the corresponding load change direction, thus obtaining the terrain load change direction and the regenerative braking load change direction. The load direction change relationship is obtained based on the consistency between the terrain load change direction and the regenerative braking load change direction. The load direction change relationship includes a co-directional coupling state and a reverse coupling state. When the change directions of the terrain load and the regenerative braking load are the same, it is the co-directional coupling state; when the change directions of the terrain load and the regenerative braking load are opposite, it is the reverse coupling state. When the duration of the intersection time period is greater than a preset minimum effective overlap time, and the time interval between two peak load moments is less than a preset peak time interval, the load coupling event of the corresponding wheel is determined based on the peak load timing relationship and the load direction change relationship.

[0050] It should be noted that after obtaining the terrain load events, regenerative braking load events, time overlap relationships, load peak timing relationships, and load direction change relationships corresponding to each wheel, the load peak timing relationships and load direction change relationships are further refined to determine whether the terrain load events and regenerative braking load events corresponding to the same wheel constitute load coupling events, and to provide a basis for the specific type classification of subsequent load coupling events; the load peak timing relationship is determined based on the relationship between the sign and absolute value of the time offset and the preset peak synchronization time threshold; the preset load change amount of terrain load and the preset load change amount of regenerative braking load are obtained based on historical load data under stable vehicle operation conditions; after determining the effective load change, multiple sampling times within the effective overlap time period are statistically analyzed. If the proportion of sampling times where the direction of change of terrain load and the direction of change of regenerative braking load have the same sign reaches the total number of effective load change sampling times, the load direction change relationship is determined to be in a unidirectional coupling state; if the proportion of sampling times where the direction of change of terrain load and the direction of change of regenerative braking load have opposite signs reaches the preset unidirectional coupling state, the load direction change relationship is determined to be in a reverse coupling state; the preset unidirectional coupling ratio is a dimensionless proportional parameter, which is obtained by establishing directional calibration samples using historical terrain load action events and regenerative braking load action events, statistically analyzing the unidirectional coupling ratio within the effective overlapping time period, and calculating the matching degree between the event identification results and the manual calibration results under different unidirectional coupling ratios. The proportion that can maintain stable identification of both unidirectional coupling and reverse coupling states, while reducing the influence of a single abnormal sampling point, is determined as the preset unidirectional coupling ratio.

[0051] Load coupling events include peak synchronization enhancement, peak precedence enhancement, and peak cancellation. Peak synchronization enhancement occurs when the time interval between the peak load moments of a terrain load event and a regenerative braking load event is no greater than a preset peak synchronization time threshold, and the two load events are coupled in the same direction. Peak precedence enhancement occurs when both the terrain load event and the regenerative braking load event corresponding to the same wheel are coupled in the same direction, and the time interval between the peak load moment and the peak regenerative braking load moment is greater than the preset synchronization time threshold. The peak precedence state (terrain load peak precedence or regenerative braking load peak precedence) is determined based on the order of the two peak load moments. The effective overlap time period is the intersection time period between the time windows of the terrain load event and the regenerative braking load event. Peak cancellation occurs when the two load events are coupled in opposite directions, and the time windows of the two load events effectively overlap, causing the terrain load and the regenerative braking load to form an inverse superposition within the effective overlap time period. When the load coupling event is peak cancellation, a cancellation suspension configuration requirement is generated based on the degree of reduction of the composite dynamic wheel load after the superposition of the terrain load and the regenerative braking load relative to the terrain dynamic wheel load.

[0052] It should be noted that the load coupling events include peak synchronous enhancement, peak-leading enhancement, and peak cancellation. Peak synchronous enhancement and peak-leading enhancement describe the joint enhancement process when the terrain load and regenerative braking load are consistent in direction, while peak cancellation describes the dynamic wheel load weakening process when the terrain load and regenerative braking load are opposite in direction. Peak-leading enhancement does not simply mean that the two load peaks are asynchronous, but rather that the two loads still have effective time overlap and co-directional coupling relationship. One load reaches the main load response stage first, and the other load subsequently enters the main load response stage, giving the composite dynamic wheel load borne by the suspension a significant staged enhancement characteristic. Peak synchronous enhancement indicates that the terrain load and regenerative braking load have the same load change direction on the same wheel, and their main load peaks appear approximately simultaneously in time. In this scenario, the effects of the two loads on the wheel's dynamic load have a high degree of temporal overlap. Therefore, the peak value of the combined dynamic load borne by the suspension is higher than the peak value when only terrain load is considered. For the peak-first enhancement type, if both load events are in a unidirectional coupling state, and the time interval between the two load peaks is still less than the preset peak time interval, then it is considered that although the two load events have not reached peak synchronization, they are still within the effective time range of the same load coupling event. Therefore, the corresponding load coupling event is identified as peak-first enhancement. In the peak-first enhancement type, the order of the two load peak times is further determined... The process involves determining whether the terrain load peak precedes the regenerative braking load peak or vice versa. The preset peak time interval is determined based on the peak time difference in historical load coupling events. Specifically, the peak time offsets of historically identified effective load coupling events are statistically analyzed. After excluding obviously irrelevant events, the time quantile value that covers the main range of the effective coupling events is determined based on the peak time offset distribution as the preset peak time interval. This is verified in conjunction with the effective response time of the suspension controller, ensuring that the preset peak time interval is greater than the preset peak synchronization time threshold. For peak cancellation, the judgment basis differs from that of peak synchronization enhancement and peak precedence enhancement. When the terrain load event and the regenerative braking load event are in a reverse coupling state, and the time windows of the two load events effectively overlap, the two load events are determined to be peak cancellation events. In the peak cancellation type, although both the terrain load and the regenerative braking load exert dynamic wheel load on the same wheel, their load changes are in opposite directions. For example, when terrain load increases the dynamic wheel load of a certain wheel, while regenerative braking load transfer decreases the dynamic wheel load of the same wheel, the two are superimposed in opposite directions within the effective overlap time period, resulting in a reduction in the composite dynamic wheel load relative to the terrain dynamic wheel load. At this time, the requirement for offset suspension configuration is generated based on the degree of reduction of the composite dynamic wheel load after the superposition of terrain load and regenerative braking load relative to the terrain dynamic wheel load.First, calculate the load variation amplitude of the terrain dynamic wheel load and the composite dynamic wheel load during the effective overlap time period. For the i-th wheel, the terrain dynamic wheel load variation amplitude is expressed as follows. The amplitude of the composite dynamic wheel load variation is expressed as: ; The dynamic wheel load change amplitude of the i-th wheel during the effective overlapping time period is represented by N; The composite dynamic wheel load change amplitude of the i-th wheel during the effective overlap time period is expressed in N. The set of sampling points within the effective overlapping time period; the degree of cancellation is obtained based on the amplitude of the dynamic wheel load change in the terrain and the amplitude of the composite dynamic wheel load change: ; Let represent the degree of cancellation by the i-th wheel, which is a dimensionless quantity. This represents the amplitude of dynamic wheel load variation in terrain, in N. The value represents the amplitude of the composite dynamic wheel load change, in N. This is a preset positive number, in N, used to avoid division by zero when the amplitude of dynamic terrain load changes is too small; when When this occurs, it indicates that the amplitude of the composite dynamic wheel load change is reduced relative to the amplitude of the terrain dynamic wheel load change, meaning that the regenerative braking load cancels out the terrain dynamic wheel load. The larger the value, the more significant the reduction in composite dynamic wheel load relative to terrain dynamic wheel load. The preset positive number is determined based on the minimum effective change amplitude of terrain dynamic wheel load, and its value is less than the actual load change amplitude corresponding to the effective change threshold of terrain load. This is used only to avoid a zero denominator in the calculation process and does not change the judgment of the degree of cancellation of normal load coupling events. When the degree of cancellation corresponding to the peak cancellation type reaches the preset degree of cancellation threshold, a cancellation type suspension configuration requirement is generated. The preset degree of cancellation threshold is a dimensionless parameter, obtained by: using historical peak cancellation type load coupling events, statistically analyzing the correspondence between the degree of cancellation and the vehicle suspension vertical response, wheel load change amplitude, and suspension travel change, and selecting a boundary value that clearly distinguishes the change in the degree of cancellation from the suspension configuration requirement as the preset degree of cancellation threshold. The peak cancellation type is subsequently generated based on the degree of reduction in composite dynamic wheel load relative to terrain dynamic wheel load. The requirements for offset suspension configuration are provided; the preset synchronization time threshold is used to determine whether the load peaks of terrain load events and regenerative braking load events corresponding to the same wheel are in a near-synchronous state. The acquisition method is to collect historical terrain load events and regenerative braking load events when the electric all-terrain vehicle is running under different terrain conditions, different vehicle speeds, and different regenerative braking intensities, record the load peak time of each load event, and calculate the absolute time difference between the peak time of the terrain load corresponding to the same wheel and the peak time of the regenerative braking load; statistically analyze the multiple absolute time differences obtained, and use the statistical quantile of the time difference that can cover most samples in the historical effective synchronous response events as the preset synchronization time threshold, and verify it through the actual suspension response results of the vehicle, so that the load peak time difference less than or equal to the preset synchronization time threshold can correspond to the situation where the suspension responds synchronously to the two types of loads;

[0053] A more specific method for obtaining the enhancement level: The enhancement level is obtained based on the actual changes in composite dynamic wheel load and terrain dynamic wheel load within the effective overlapping time period of the joint response event; within the effective overlapping time period of the joint response event, the terrain dynamic wheel load and composite dynamic wheel load of the corresponding wheel are obtained at the same sampling time, and the composite dynamic wheel load and terrain dynamic wheel load are compared time-by-time; when the composite dynamic wheel load continuously increases relative to the terrain dynamic wheel load, it is determined that the regenerative braking load enhances the terrain dynamic wheel load; further, the magnitude and duration of the increase in composite dynamic wheel load relative to the terrain dynamic wheel load within the effective overlapping time period are statistically analyzed, and the enhancement level is determined based on the proportion of the increase magnitude relative to the terrain dynamic wheel load; to eliminate the influence caused by the different reference wheel loads of different wheels, the increase magnitude is normalized by the reference wheel load before comparison, that is, the composite dynamic wheel load and terrain dynamic wheel load are dimensionless relative to the reference wheel load of the corresponding wheel, and then the enhancement level is judged; the reference wheel load is obtained based on the historical wheel load data of the corresponding wheel when the vehicle is in a stable driving state, and the average wheel load of multiple continuous sampling points in the stable state is used as the reference wheel load of the corresponding wheel.

[0054] A more specific method for obtaining the degree of offsetting is as follows: Within the effective overlap time period, the terrain dynamic wheel load and composite dynamic wheel load of the corresponding wheels are obtained at the same sampling time, and the dynamic wheel load change amplitude of the two at the same sampling time is compared; when the composite dynamic wheel load is lower than the terrain dynamic wheel load, it is determined that the regenerative braking load has an offsetting effect on the terrain dynamic wheel load. Further, the reduction amplitude of the composite dynamic wheel load relative to the terrain dynamic wheel load within the effective overlap time period is statistically analyzed, and the reduction amplitude is compared with the original change amplitude of the terrain dynamic wheel load to obtain the degree of offsetting; wherein, to avoid the influence of different wheel load references on the comparison of the degree of offsetting, the terrain dynamic wheel load and composite dynamic wheel load are normalized using reference wheel load before comparison, so that the degree of offsetting is expressed as a dimensionless relative quantity;

[0055] The specific process for obtaining the degree of offset is described as follows: First, determine the range of dynamic wheel load change of the corresponding wheel at the start of the joint response event; then, obtain the range of composite dynamic wheel load change after the addition of regenerative braking load; compare the two, and if the range of composite dynamic wheel load change decreases relative to the range of dynamic wheel load change of the terrain, the decrease is taken as the offset effect of the regenerative braking load, and the degree of offset is determined according to the proportion of the decrease in the range of dynamic wheel load change of the terrain; the greater the degree of offset, the more significant the weakening of the dynamic wheel load change caused by the terrain load by the regenerative braking load; the classification threshold of the degree of offset is obtained through historical load coupling events: collect multiple joint response events that have been determined to be peak offset type, count the degree of offset corresponding to each event, and simultaneously record the vehicle suspension travel, suspension damping response and wheel dynamic load change, and determine the classification boundary between mild offset, moderate offset and severe offset according to the correspondence between the change in degree of offset and the change in suspension response;

[0056] For joint response events, the adjustment direction of the joint suspension configuration requirement is first determined based on the load direction change relationship. When the load direction change relationship is in a unidirectional coupling state, it indicates that the terrain load and regenerative braking load produce dynamic wheel load changes in the same direction on the corresponding wheels within the effective overlap time period. Therefore, the joint suspension configuration requirement at the corresponding sampling time is determined as an enhanced configuration requirement. When the load direction change relationship is in a reversible coupling state, it indicates that the terrain load and regenerative braking load produce dynamic wheel load changes in opposite directions on the corresponding wheels. Therefore, the joint suspension configuration requirement at the corresponding sampling time is determined as a canceling configuration requirement. After determining the adjustment direction of the joint suspension configuration requirement, the adjustment degree of the joint suspension configuration requirement is determined based on the enhancement or canceling degree at the corresponding sampling time. For unidirectional coupling states, the enhancement degree is determined based on the increase of the composite dynamic wheel load relative to the terrain dynamic wheel load within the effective overlap time period, and the adjustment degree of the suspension configuration requirement is determined according to the magnitude of the enhancement degree. When the enhancement degree is small, a small suspension configuration adjustment degree is adopted at the corresponding sampling time; when the enhancement degree increases, the suspension configuration adjustment degree at the corresponding sampling time is increased. For the reverse coupling state, the degree of offset is determined based on the reduction of the composite dynamic wheel load relative to the terrain dynamic wheel load, and the degree of adjustment of the suspension configuration requirements is determined according to the magnitude of the offset. A small degree of adjustment is used when the offset is small, and the degree of adjustment is increased when the offset increases. The duration of the joint suspension configuration requirements is determined based on the duration of the joint response event. For cases with short joint response event durations, the determined joint suspension configuration requirements are maintained only within the effective overlapping time period corresponding to the joint response event. For cases with long joint response event durations, the joint suspension configuration requirements are continuously adjusted according to the changes in the enhancement or offset degree at each sampling time, so that the suspension configuration requirements change as the joint response event develops.

[0057] Based on the time interval between the peak load moments of the terrain load event and the regenerative braking load event in the load coupling event, and the respective peak load formation times of the terrain load event and the regenerative braking load event, the load peak time separation degree is obtained through a time-series separation formula. When the load peak time-series separation degree is greater than one, the corresponding terrain load event and the regenerative braking load event are determined as phased response events, and the corresponding suspension configuration stage is generated according to the peak sequence of the terrain load event and the regenerative braking load event. When the load peak time-series separation degree is not greater than one, the corresponding terrain load event and the regenerative braking load event are determined as joint response events, and the joint suspension configuration requirements of the corresponding wheels are determined according to the load direction change relationship. The time-series separation formula is:

[0058] ;

[0059] In the formula, For the first The degree of temporal separation of the load peak corresponding to each wheel; For the first Peak load moment of terrain load event for each wheel; For the first Peak load moment of regenerative braking load event for each wheel; For the first The duration of the terrain load event on each wheel from the start of the effective load change to the peak of the terrain load; For the first The duration of the regenerative braking load event for each wheel from the start of the effective load change to the peak moment of the regenerative braking load; It is a preset positive number.

[0060] It should be noted that, in this embodiment, after obtaining the load coupling events corresponding to each wheel according to the aforementioned steps, the degree of temporal separation between the terrain load event and the regenerative braking load event is further determined to determine whether the two types of loads are suitable for a phased response or require a joint response within the same time period. Since the aforementioned load coupling events have already determined the time window, load peak time, and load direction change relationship of the terrain load event and the regenerative braking load event for the same wheel, this embodiment uses a set of load coupling events corresponding to the same wheel as the object of temporal separation judgment. For the load coupling event corresponding to the i-th wheel, the load peak time of the terrain load event is obtained. Peak load time of regenerative braking load events .in, This indicates the moment when the terrain load event of the i-th wheel reaches its peak load, expressed in seconds. This represents the moment when the regenerative braking load of the i-th wheel reaches its peak load, expressed in seconds; the time interval between two peak load moments is expressed as: ; Let be the peak load time interval between the terrain load event and the regenerative braking load event of the i-th wheel; in this embodiment, to avoid the problem of dimension inconsistency caused by directly comparing two quantities with time dimensions, the peak load time interval and the peak formation time scale of the two types of loads are dimensionless; the normalization method used is the maximum peak formation time scale normalization method, that is, using the peak formation time of the large load in the terrain load event and the regenerative braking load event as the reference time scale, and using a preset positive number for denominator stabilization; the preset positive number is not used as the main parameter for changing the degree of time sequence separation, but is used to improve the calculation stability; in actual implementation, it is determined according to the load sampling period or according to the time resolution of the wheel load sensor and the minimum effective response period of the suspension controller; with ( ) serves as the boundary condition between phased response events and joint response events; the reason for using 1 as the boundary value is that, after the above normalization, ( This indicates that the time interval between two load peaks is comparable to the formation timescale of the longer load peak among the two types of loads. When ( When (), the time interval between the two load peaks exceeds the time scale of the main load peak formation, thus the main response stages of the two loads can be separated in time; when ( When the time interval between the two load peaks has not exceeded the time scale of the formation of the main load peak, the two are still in the common dynamic response stage where they significantly influence each other. For cases determined to be staged response events, the corresponding suspension configuration stage is further determined based on the peak order of the terrain load event and the regenerative braking load event. When the time difference between the two peak moments is within the synchronization range determined by the aforementioned load peak timing relationship, no further clear stage boundaries are established according to the peak order, but joint response judgment is entered based on the load coupling event. For cases determined to be joint response events, the joint suspension configuration requirements of the corresponding wheels are further determined based on the load direction change relationship. When terrain load and regenerative braking load are coupled in the same direction, it indicates that the two types of loads tend to reinforce each other within the corresponding time period. Therefore, the combined suspension configuration requirements are determined based on the composite dynamic wheel load formed by the two. When terrain load and regenerative braking load are coupled in opposite directions, it indicates that the regenerative braking load has a weakening or offsetting effect on the dynamic wheel load change caused by terrain load. Therefore, the combined suspension configuration requirements are determined based on the degree of change of composite dynamic wheel load relative to terrain dynamic wheel load. In order to have a unified comparison scale for load changes under different wheel and vehicle load conditions, the terrain load and regenerative braking load are processed using the aforementioned reference wheel load normalization method when making joint response judgments.

[0061] Based on the peak order of terrain load and regenerative braking load events in the phased response event, the phased response event is divided according to the load peak occurrence stage to obtain a phased response stage sequence. Based on the terrain load, regenerative braking load, load peak time interval, and time distance between the current time and the corresponding load peak time within each phased response stage, the phased suspension configuration requirements corresponding to each sampling time are determined, and a phased suspension configuration requirement sequence is constructed according to the chronological order of each sampling time. This phased suspension configuration requirement sequence is a sequence showing how the suspension configuration requirements change with the load action stage when the terrain load and regenerative braking load events act on the corresponding wheels according to their peak order. The terrain load and regenerative braking load of the joint response event are time-aligned according to the same sampling time to obtain the composite dynamic wheel load sequence of the corresponding wheel. Based on the difference between the composite dynamic wheel load sequence and the terrain dynamic wheel load sequence of the corresponding wheel, the degree of enhancement or cancellation of the terrain dynamic wheel load by the regenerative braking load is obtained. Based on the degree of enhancement or cancellation, the load direction change relationship and the duration of the joint response event, the joint suspension configuration requirements corresponding to each sampling time are determined, and a joint suspension configuration requirement sequence is constructed according to the time sequence of each sampling time. The joint suspension configuration requirement sequence is the sequence of suspension configuration requirements changing with the composite dynamic wheel load when the terrain load and regenerative braking load act on the corresponding wheel together within the effective overlapping time period.

[0062] It should be noted that after obtaining the phased response events and joint response events according to the aforementioned steps, phased suspension configuration requirement sequences and joint suspension configuration requirement sequences are constructed respectively, so that the suspension configuration requirements corresponding to terrain load events and regenerative braking load events can be continuously expressed according to the load action process. Unlike suspension configuration determined solely based on the load value at a certain moment, this embodiment determines the suspension configuration requirements according to the load state corresponding to each sampling moment, the load peak time interval, and the time distance between the current moment and the load peak moment, thereby enabling the suspension configuration to gradually change with the load action process. For phased response events, the phased response events are first divided according to the load peak occurrence stage based on the peak order relationship between terrain load events and regenerative braking load events. When the peak time of terrain load is earlier than the peak time of regenerative braking load, the corresponding phased response event is divided into a terrain load action phase and a regenerative braking load action phase; when the peak time of regenerative braking load is earlier than the peak time of terrain load, the corresponding phased response event is divided into a regenerative braking load action phase and a terrain load action phase. After determining the phased response phase, for the i-th wheel at sampling time k, the suspension configuration requirement corresponding to the current sampling time is determined based on the current terrain load and the time distance between the current time and the peak time of terrain load. When determining the phased suspension configuration requirement corresponding to each sampling time, the load state and time distance are normalized respectively. For the load state, the reference wheel load normalization method is adopted. The phased suspension configuration requirement index is constructed as follows: ; Let be the suspension configuration requirement index for the i-th wheel at the terrain load action stage corresponding to sampling time k, which is a dimensionless quantity. For load weights; Time weighting; This represents the normalized terrain load state. Normalized time distance; This represents the urgency of the response as the current time approaches the peak terrain load; as the current time gradually approaches the peak terrain load, Gradually decreases; therefore, the time response term increases; as the current moment moves away from the peak terrain load, the time response term decreases; for In cases where the time distance exceeds a peak timescale, the load is limited to around 0 to avoid negatively impacting configuration requirements. After calculating the terrain load phase, the regenerative braking load phase is calculated in the same way. Based on the terrain load, regenerative braking load, load peak time interval, and time distance between the current moment and the corresponding load peak moment within each sub-phase response phase, the phased suspension configuration requirements for each sampling moment are determined according to the chronological order of the sampling moments. When the terrain load phase is in the previous phase, the following approach is adopted. As per the current phased suspension configuration requirements; when the regenerative braking load application phase enters the next phase, the following is adopted: As per the current phased suspension configuration requirements, a linear transition is performed within the transition interval between the two phases based on the peak load time interval to avoid discontinuous changes in suspension configuration when switching between the two phases. For joint response events, terrain load and regenerative braking load are no longer divided into two independent phases according to the order of their peak values, but are time-aligned according to the same sampling time. For the k-th sampling time of the i-th wheel, the terrain load and regenerative braking load are obtained, and a composite dynamic wheel load is obtained by superimposing the two. Based on the difference between the composite dynamic wheel load sequence and the terrain dynamic wheel load sequence of the corresponding wheel, the degree of enhancement or cancellation of the terrain dynamic wheel load by the regenerative braking load is determined. To ensure that the degree of enhancement and cancellation have a unified dimensionless dimension, a terrain dynamic wheel load amplitude normalization method is adopted. The weights of the composite dynamic wheel load, the enhancement or cancellation degree, and the joint response duration are obtained based on historical joint response events. Specifically, the composite dynamic wheel load, the degree of enhancement or cancellation of the terrain dynamic wheel load by the regenerative braking load, the duration of the joint response event, and the corresponding actual suspension adjustment results in historical joint response events are used as calibration samples. By changing the combination of the three weights and calculating the error between the joint suspension configuration requirement and the actual effective suspension response, the weight combination with the smallest error and a sum of the three weights of 1 is used as the three weights in actual use. After determining the joint suspension configuration requirement at each sampling time, they are arranged in chronological order to form a joint suspension configuration requirement sequence. The joint suspension configuration requirement sequence is used to characterize the continuous change process of the suspension configuration requirement with the composite dynamic wheel load when the terrain load and the regenerative braking load act on the corresponding wheel together within the effective overlapping time period. Similarly, for phased response events, the phased suspension configuration requirements determined at each sampling time are arranged in chronological order to form a phased suspension configuration requirement sequence. The phased suspension configuration requirement sequence is used to represent the process of the suspension configuration requirement changing with the load action stage when the terrain load event and the regenerative braking load event act on the corresponding wheel according to the peak order.

[0063] The process of obtaining phased configuration requirement mutation points and joint configuration requirement mutation points, and determining suspension configuration transition stages, involves tracing configuration requirement mutations back to the mutation positions of terrain loads and regenerative braking loads. Based on time offsets and load changes, load mutation types are categorized into terrain-dominated mutations, regenerative braking-dominated mutations, or terrain-regenerative braking-coordinated mutations. This includes: detecting configuration requirement changes in adjacent time windows for the phased suspension configuration requirement sequence and the joint suspension configuration requirement sequence; obtaining phased configuration requirement mutation points and joint configuration requirement mutation points based on the sampling time when the configuration requirement change between adjacent time windows exceeds a preset configuration requirement change threshold; determining the suspension configuration transition stage in the phased response process based on the position of the phased configuration requirement mutation point in the phased response stage sequence; and determining the joint configuration requirement mutation stage in the joint response stage sequence based on the position of the phased configuration requirement mutation point in the joint response stage sequence. Based on the location in the event, the suspension configuration transition stage in the joint response process is obtained; according to the phased configuration demand mutation point and the joint configuration demand mutation point, the terrain load mutation position and the regenerative braking load mutation position corresponding to the configuration demand mutation point are determined in the terrain load time series and the regenerative braking load time series, respectively; a first time offset between the configuration demand mutation point and the terrain load mutation position, and a second time offset between the configuration demand mutation point and the regenerative braking load mutation position are calculated, respectively; based on the relationship between the magnitude of the first time offset and the second time offset, and the load change at the terrain load mutation position and the regenerative braking load mutation position, the load mutation type corresponding to the configuration demand mutation is obtained; the load mutation type includes terrain-dominated mutation, regenerative braking-dominated mutation, and terrain-regenerative braking cooperative mutation.

[0064] It should be noted that after obtaining the phased suspension configuration requirement sequence and the combined suspension configuration requirement sequence, this embodiment further determines the abrupt change points of suspension configuration requirements based on the changes in suspension configuration requirements over time, and maps these abrupt change points to load changes in the terrain load time series and regenerative braking load time series, thereby identifying the main load sources causing the abrupt changes in suspension configuration requirements. Configuration requirement change detection is performed for adjacent time windows in both the phased and combined suspension configuration requirement sequences. These adjacent time windows are constructed using continuous time sampling intervals, and adjacent time windows move sequentially forward according to a unified current time reference. For each time window, the suspension configuration requirements within that time window are statistically analyzed to obtain the configuration requirement state corresponding to that time window. The suspension configuration requirements are represented by configuration requirement parameters jointly determined by the suspension damping adjustment direction, damping adjustment amplitude, and suspension configuration holding time. The suspension damping adjustment direction indicates whether the corresponding wheel needs increased damping, decreased damping, or maintenance of the current damping state; the damping adjustment magnitude indicates the degree of adjustment required relative to the current suspension damping state; and the suspension configuration holding time indicates the duration for which the current suspension configuration requirement needs to be maintained. Since these parameters have different physical dimensions, to avoid using the change in any single parameter as the configuration requirement change, this embodiment first performs dimensionless processing on the different parameters in the suspension configuration requirement. For the damping adjustment magnitude, it is normalized using its relative change relative to the current reference damping of the suspension; for the suspension configuration holding time, it is normalized using its relative change relative to a preset reference holding time; and for the suspension damping adjustment direction, it is converted into discrete state values ​​according to increase, maintain, and decrease, respectively. After the above processing, all three types of parameters are converted into dimensionless configuration requirement characteristics. Specifically, the normalization of the damping adjustment magnitude adopts the reference damping normalization method. Using the current suspension damping as a reference, the ratio between the damping adjustment magnitude and the current suspension damping is used as the normalized damping adjustment magnitude. The suspension configuration holding time is normalized using a preset benchmark holding time as the standard, converting it into a dimensionless holding time. The benchmark damping is determined based on the vehicle's current suspension control state, and the preset benchmark holding time is determined based on statistical results of historical suspension configuration requirement holding times. After adopting the above normalization method, neither the damping adjustment amplitude nor the suspension configuration holding time will directly affect the detection of configuration requirement changes due to their different physical dimensions. Based on this, the normalized suspension configuration requirement corresponding to each sampling moment is constituted as the configuration requirement state at that sampling moment, and the change in configuration requirement is obtained based on the differences between configuration requirement states in adjacent time windows.The configuration requirement change is used to characterize the degree of change in suspension configuration requirements between adjacent time windows. In actual implementation, to avoid misidentifying minor damping changes, sensor measurement errors, and discrete control quantity changes during vehicle suspension control as sudden changes in configuration requirements, a preset configuration requirement change threshold is set during configuration requirement change detection. When the configuration requirement change between adjacent time windows exceeds the preset threshold, the corresponding sampling time is determined as the configuration requirement change point. The preset configuration requirement change threshold is obtained using historical stable operating data; that is, within a stable operating range where there are no significant changes in terrain load or regenerative braking load, the suspension configuration requirement sequence is collected and statistically analyzed. The normal configuration demand change between adjacent time windows is calculated, and the high quantile statistical value of the configuration demand change under normal operating conditions is used as the initial threshold. Subsequently, historically confirmed suspension configuration transition events are used for verification, ensuring that this threshold can exclude normal configuration fluctuations while identifying configuration demand transitions caused by actual load changes. After obtaining the phased configuration demand mutation points, the suspension configuration transition stage in the phased response process is determined based on the position of the phased configuration demand mutation point in the phased response stage sequence. The phased response stage sequence is formed according to the peak order of terrain load events and regenerative braking load events, with each phased response stage corresponding to a major load action process. When the phased configuration demand mutation point is located near the start of a phased response stage, that phased configuration demand mutation point is determined as the suspension configuration transition point for that stage; when the phased configuration demand mutation point is located between two phased response stages, it is determined as the suspension configuration transition point between the two stages.

[0065] For the combined suspension configuration requirement sequence, the suspension configuration transition stage in the combined response process is determined based on the location of the combined configuration requirement mutation point in the combined response event. The suspension configuration transition stage in the combined response event is divided into a combined response start stage, a combined response enhancement stage, a combined response cancellation stage, or a combined response recovery stage based on the time position corresponding to the configuration requirement mutation point. The specific suspension configuration transition stage used is determined by the direction of change in the combined suspension configuration requirement at the corresponding sampling time. After determining the suspension configuration transition stage, the staged configuration requirement mutation points and the combined configuration requirement mutation points are further mapped to the terrain load time series and the regenerative braking load time series, respectively. Since the terrain load time series and the regenerative braking load time series use the same current time reference as the suspension configuration requirement sequence, the terrain load change and regenerative braking load change corresponding to the configuration requirement mutation point can be searched within a preset backtracking time range based on the timestamp of the configuration requirement mutation point. The preset backtracking time range is used to limit the search area for the load mutation location, avoiding incorrectly associating load changes far from the current configuration requirement mutation point with it. The preset backtracking time range is obtained based on the actual response time of the vehicle suspension from detecting load changes to forming configuration requirements. That is, it is determined by statistically analyzing the time difference between the load change location and the configuration requirement change point in historical suspension configuration requirement change events, and determining the preset backtracking time range based on the time range that can cover the main effective related events.

[0066] When determining the location of terrain load abrupt changes in the terrain load time series, changes in terrain load before and near the configuration requirement abrupt change point are detected. When the change in terrain load at consecutive sampling times exceeds a preset terrain load abrupt change threshold, and the change continues for a minimum effective duration, the corresponding load change location is determined as the terrain load abrupt change location. The abrupt change location of regenerative braking load is determined using the same processing method. When the change in regenerative braking load at consecutive sampling times exceeds a preset regenerative braking load abrupt change threshold, and the change continues for a minimum effective duration, the corresponding load change location is determined as the regenerative braking load abrupt change location. Both the terrain load abrupt change threshold and the regenerative braking load abrupt change threshold are expressed in a normalized form of load change to avoid inconsistent thresholds caused by different reference wheel loads for different wheels. Specifically, a reference wheel load normalization method is used, dividing the change in terrain load and the change in regenerative braking load by the reference wheel load of the corresponding wheel to obtain the dimensionless relative load change. The terrain load mutation threshold and regenerative braking load mutation threshold are obtained by statistical analysis based on historical stable operation data and historical effective load mutation events, respectively. This ensures that normal load fluctuations can be excluded, and that real terrain load mutations and regenerative braking load mutations can be effectively identified.

[0067] After determining the locations of terrain load abrupt changes and regenerative braking load abrupt changes, the first and second time offsets between the configuration demand abrupt change point and the two load abrupt change points are calculated respectively. The first time offset represents the time distance between the configuration demand abrupt change point and the terrain load abrupt change point, and the second time offset represents the time distance between the configuration demand abrupt change point and the regenerative braking load abrupt change point. Both are calculated in seconds and based on the same time reference. To ensure that the first and second time offsets reflect the chronological relationship between the configuration demand abrupt change and the load abrupt change, the positive and negative directions of the time offsets are retained during the calculation. If the configuration demand abrupt change point is earlier than the corresponding load abrupt change point, the calculation is performed accordingly. A positive time offset indicates that the suspension configuration requirement changed before the load mutation occurred. If the configuration requirement mutation point is later than the corresponding load mutation location, the corresponding time offset is negative, indicating that the suspension configuration requirement changed after the load mutation occurred. To avoid judging the load mutation type solely based on the relationship between the first and second time offsets, the load changes at the terrain load mutation location and the regenerative braking load mutation location are also considered. For the terrain load mutation location, the amplitude of the terrain load change in the adjacent effective time windows before and after that location is calculated. For the regenerative braking load mutation location, the amplitude of the regenerative braking load change in the adjacent effective time windows before and after that location is calculated. All load changes use the same physical dimension as the corresponding load time series, i.e., N. When comparing the load changes of different wheels, a reference wheel load normalization method is further used to convert the load changes into a dimensionless load change ratio relative to the reference wheel load of the corresponding wheel. Based on this, the load mutation type corresponding to the configuration requirement mutation is determined according to the first time offset, the second time offset, and the normalized terrain load change and regenerative braking load change. When the time distance between the location of the terrain load mutation and the configuration requirement mutation point is less than the time distance between the location of the regenerative braking load mutation and the configuration requirement mutation point, and the change in terrain load reaches a preset dominant terrain change threshold, while the change in regenerative braking load does not reach the corresponding dominant change threshold, the configuration requirement mutation is identified as a terrain-dominant mutation. When the time distance between the location of the regenerative braking load mutation and the configuration requirement mutation point is less than the time distance between the location of the terrain load mutation and the configuration requirement mutation point, and the change in regenerative braking load reaches a preset dominant regenerative braking change threshold, while the change in terrain load does not reach the corresponding dominant change threshold, the configuration requirement mutation is identified as a regenerative braking dominant mutation. When both load mutation locations are within the effective correlation time range of the configuration requirement mutation point, and both the change in terrain load and the change in regenerative braking load reach their respective dominant change thresholds, and the difference between the two time offsets does not exceed a preset coordinated time difference threshold, the configuration requirement mutation is identified as a terrain-regenerative braking coordinated mutation.The terrain-dominant change threshold and regenerative braking-dominant change threshold are obtained using historical effective mutation events. Specifically, normalized load changes are statistically analyzed for terrain load mutations and regenerative braking load mutations that have been manually labeled or confirmed based on vehicle operating conditions. After excluding normal load fluctuations, the statistical quantile values ​​that cover the main effective mutation events are used as the corresponding dominant change thresholds. The coordinated time difference threshold is used to determine whether terrain load mutations and regenerative braking load mutations have a coordinated relationship in time. It is obtained by statistically analyzing historical samples where terrain load and regenerative braking occur simultaneously and jointly cause changes in suspension configuration requirements, obtaining the time difference distribution between the two load mutation locations, and using the time quantile values ​​that cover the main coordinated events as the coordinated time difference threshold.

[0068] When a certain configuration requirement mutation point has multiple candidate terrain load mutation locations or multiple candidate regenerative braking load mutation locations, the candidate location with the smallest time offset from the configuration requirement mutation point and the largest normalized load change is selected as the corresponding load mutation location. If the time offsets of multiple candidate locations are within the same judgment range, they are further distinguished according to the normalized load change to reduce mismatches caused by single local fluctuations.

[0069] The step of generating corresponding suspension configuration requirements based on load mutation types includes: when the load mutation type corresponding to the configuration requirement mutation is a terrain-dominant mutation, obtaining the suspension pre-configuration time corresponding to the terrain load change based on a first time offset between the terrain load mutation location and the configuration requirement mutation point, and generating the corresponding suspension configuration requirements based on the direction of the terrain load change; when the load mutation type corresponding to the configuration requirement mutation is a regenerative braking-dominant mutation, obtaining the suspension pre-configuration time corresponding to the regenerative braking load change based on a second time offset between the regenerative braking load mutation location and the configuration requirement mutation point, and generating the corresponding suspension configuration requirements based on the direction of the regenerative braking load change; when the load mutation type corresponding to the configuration requirement mutation is a terrain-regenerative braking-coordinated ... terrain load change based on a second time offset between the terrain load mutation location and the configuration requirement mutation point, and generating the corresponding suspension configuration requirements based on the direction of the regenerative braking load change; and when the load mutation type corresponding to the configuration requirement mutation is a terrain-regenerative braking-coordinated mutation, obtaining the suspension pre-configuration time corresponding to the terrain load change based on a second time offset between the terrain load mutation location and the configuration requirement mutation point, and generating the corresponding suspension configuration requirements based on the direction of the regenerative braking load change. The relationship between the direction of change and the direction of change of the regenerative braking load is used to obtain the enhanced collaborative configuration requirement or the offsetting collaborative configuration requirement; the suspension pre-configuration time is the time interval between the occurrence of the corresponding load mutation and the point of change of the suspension configuration requirement; when the load mutation type is the offsetting collaborative configuration requirement, the degree of offset is obtained according to the degree of reduction of the composite dynamic wheel load relative to the terrain dynamic wheel load; according to the relationship between the degree of offset and the preset degree of offset threshold, the offsetting collaborative configuration requirement is divided into mild offsetting configuration requirement, moderate offsetting configuration requirement and severe offsetting configuration requirement; according to the different levels of offsetting collaborative configuration requirements, the suspension damping adjustment direction, damping adjustment amplitude and suspension configuration holding time of the corresponding wheel are determined respectively; the degree of offset is the degree of weakening of the dynamic wheel load change caused by the terrain load by the regenerative braking load.

[0070] It should be noted that after determining the load mutation type corresponding to the configuration requirement mutation, this embodiment further generates corresponding suspension configuration requirements for different load mutation types, so that the suspension configuration can adopt different response methods according to the main load source that causes the configuration requirement mutation.

[0071] When the load change type corresponding to the configuration requirement change is a terrain-dominated change, the pre-configuration time of the suspension corresponding to the terrain load change is obtained by using the already determined terrain load change location and configuration requirement change point as time references. The pre-configuration time represents the degree of advance of the suspension configuration requirement relative to the occurrence of the terrain load change; that is, when the configuration requirement change point is earlier than the terrain load change location, the time interval between the two is determined as the suspension pre-configuration time; when the configuration requirement change point coincides with the terrain load change location, the suspension pre-configuration time is zero; when the configuration requirement change point is later than the terrain load change location, this time difference is not considered a valid suspension pre-configuration time, but rather as the suspension response time after the load occurs. This allows for the distinction between the early response of the suspension configuration and the follow-up response after the load occurs.

[0072] The suspension configuration requirements corresponding to terrain-dominant abrupt changes are mainly determined by the direction of terrain load change. When the terrain load changes in an increasing direction, the suspension damping configuration requirements of the corresponding wheels are increased according to the degree of increase in terrain load; when the terrain load changes in a decreasing direction, the suspension damping configuration requirements of the corresponding wheels are adjusted according to the degree of decrease in terrain load, so that the suspension configuration can match the dynamic changes in terrain load.

[0073] The larger the normalized load change due to terrain-dominant abrupt changes, the larger the corresponding damping adjustment range; the longer the duration of terrain load abrupt changes, the longer the corresponding suspension configuration holding time. The damping adjustment range is expressed as a relative change relative to the current suspension reference damping, and is therefore a dimensionless proportion; the suspension configuration holding time is expressed in seconds.

[0074] The damping adjustment range and suspension configuration holding time corresponding to the dominant terrain change are obtained through historical terrain load changes and actual suspension response data. Specifically, the normalized load change and duration of historical terrain load changes are correlated with the actual suspension damping adjustment range and suspension configuration holding time to establish a mapping relationship between the degree of terrain load change and suspension configuration parameters. The results are then corrected based on the actual vertical response of the vehicle under different terrain conditions to obtain the damping adjustment range and suspension configuration holding time corresponding to the current dominant terrain change.

[0075] When the load mutation type corresponding to the configuration requirement mutation is a regenerative braking-dominated mutation, the suspension pre-configuration time corresponding to the regenerative braking load change is obtained based on the time relationship between the regenerative braking load mutation location and the configuration requirement mutation point. The determination method corresponds to the suspension pre-configuration time in the terrain-dominated mutation, but the time reference object is replaced by the regenerative braking load mutation location. When the configuration requirement mutation point is earlier than the regenerative braking load mutation location, it indicates that the suspension configuration requirement has changed before the regenerative braking dynamic wheel load transfer occurs. Therefore, the time interval between the two is taken as the suspension pre-configuration time corresponding to the regenerative braking load change. If the configuration requirement mutation point is later than the regenerative braking load mutation location, the corresponding time difference is taken as the suspension response time after the regenerative braking load occurs, rather than as the suspension pre-configuration time.

[0076] The suspension configuration requirements corresponding to the dominant change in regenerative braking are determined based on the direction of regenerative braking load change. When the direction of regenerative braking load change is consistent with the direction of increase in the dynamic wheel load of the corresponding wheel, the corresponding suspension damping configuration requirements are increased; when the direction of regenerative braking load change is manifested as a decrease in dynamic wheel load, the suspension damping configuration requirements are adjusted according to the degree of decrease. The damping adjustment range is determined based on the normalized regenerative braking load change, and the suspension configuration holding time is determined based on the duration of the regenerative braking load change.

[0077] For terrain-based regenerative braking synergistic mutations, the enhanced or offsetting synergistic configuration requirement is further determined based on the relationship between the direction of terrain load change and the direction of regenerative braking load change. When the direction of terrain load change and the direction of regenerative braking load change are the same, it indicates that the dynamic changes of the two types of loads on the corresponding wheels have the same trend. Their combined effect increases the degree of change in the composite dynamic wheel load, thus determining an enhanced synergistic configuration requirement. In this case, the suspension configuration requirement is determined based on the increase in the composite dynamic wheel load relative to the terrain dynamic wheel load. When the degree of change in the composite dynamic wheel load is large, the damping adjustment range is increased; when the duration of the composite dynamic wheel load is long, the suspension configuration holding time is extended; when the direction of terrain load change and the direction of regenerative braking load change are opposite, it indicates that the dynamic changes of the two types of loads on the corresponding wheels have a mutually offsetting relationship, thus determining an offsetting synergistic configuration requirement. In this case, the suspension configuration requirement cannot be determined solely based on the magnitude of the terrain load; it is necessary to further determine the degree to which the regenerative braking load weakens the dynamic wheel load change caused by the terrain load.

[0078] In this embodiment, the degree of offset is determined based on the variation amplitude of the terrain dynamic wheel load and the composite dynamic wheel load within the effective overlapping time period; firstly, the load variation amplitude of the terrain dynamic wheel load within the effective overlapping time period is obtained, and then the load variation amplitude of the composite dynamic wheel load within the same effective overlapping time period is obtained; the difference between the two represents the degree of weakening of the terrain dynamic wheel load variation by the regenerative braking load.

[0079] To eliminate the dimensional effects caused by different reference wheel loads of different wheels, the reference wheel load normalization method was used to normalize the dynamic wheel load variation amplitude of terrain and the composite dynamic wheel load variation amplitude before calculating the degree of offset. After normalization, the dynamic wheel load variation amplitude of terrain and the composite dynamic wheel load variation amplitude were converted into dimensionless relative changes, which can be directly compared.

[0080] The degree of offset is expressed as the proportion by which the dynamic wheel load change amplitude of the terrain is weakened, and therefore it is a dimensionless quantity. When the degree of offset is close to zero, it means that the weakening effect of the regenerative braking load on the dynamic wheel load of the terrain is weak. When the degree of offset gradually increases, it means that the weakening effect of the regenerative braking load on the dynamic wheel load of the terrain is gradually strengthened. When the degree of offset reaches a high level, it means that the dynamic wheel load change originally caused by the terrain load has been significantly weakened by the regenerative braking load.

[0081] To further differentiate the suspension configuration requirements corresponding to different degrees of offset, this embodiment divides the degree of offset into mild offset configuration requirements, moderate offset configuration requirements, and severe offset configuration requirements.

[0082] When the degree of offsetting is less than the preset first offsetting threshold, it is classified as a mild offsetting configuration requirement; when the degree of offsetting reaches the preset first offsetting threshold but is less than the preset second offsetting threshold, it is classified as a moderate offsetting configuration requirement; when the degree of offsetting reaches the preset second offsetting threshold, it is classified as a severe offsetting configuration requirement.

[0083] Both the preset first offsetting degree threshold and the preset second offsetting degree threshold are dimensionless proportional parameters, and the preset first offsetting degree threshold is smaller than the preset second offsetting degree threshold. The two thresholds are obtained based on historical offsetting co-mutation events; that is, the offsetting degree in historical offsetting co-mutation events is statistically analyzed, and the changes in vehicle vertical acceleration, dynamic wheel load, and suspension travel under different offsetting degrees are observed to determine the two offsetting degree thresholds by identifying the statistical boundary positions that distinguish between the three response states of slight weakening, moderate weakening, and significant weakening.

[0084] After determining the level of the offsetting synergistic configuration requirement, the suspension damping adjustment direction, damping adjustment range, and suspension configuration holding time for the corresponding wheels are further determined: For mild offsetting configuration requirements, since the regenerative braking load has a small weakening effect on the terrain dynamic wheel load, the suspension damping adjustment direction is mainly referenced to the direction of terrain load change, and a small damping adjustment range is adopted. At the same time, the suspension configuration holding time is determined according to the duration of the offsetting synergistic change. For moderate offsetting configuration requirements, since the regenerative braking load has already had a significant weakening effect on the terrain dynamic wheel load, the suspension damping adjustment direction still refers to the direction of terrain load change, but the damping adjustment range needs to be corrected according to the composite dynamic wheel load to prevent the suspension configuration from being over-adjusted according to the unoffset terrain dynamic wheel load. For severe offsetting configuration requirements, since the regenerative braking load has significantly weakened the change in terrain dynamic wheel load, the suspension configuration requirement is mainly determined based on the composite dynamic wheel load, rather than directly determining the damping adjustment range according to the original degree of change in terrain dynamic wheel load. This avoids the suspension still being adjusted significantly according to the original terrain load when the terrain load and the regenerative braking load act in opposite directions.

[0085] The damping adjustment range is expressed as a relative change in damping compared to the current suspension reference damping, and is therefore a dimensionless parameter. Its specific value is obtained based on the relationship between the normalized composite dynamic wheel load variation and historical suspension response. Specifically, the vehicle's vertical acceleration, suspension travel, and tire dynamic wheel load variations corresponding to different composite dynamic wheel load variations during historical operation are correlated, and a mapping relationship is established based on the suspension damping adjustment range that meets vehicle stability requirements to determine the damping adjustment range corresponding to the current offsetting cooperative configuration requirements.

[0086] The suspension configuration hold time is measured in seconds and is determined based on the effective duration of the corresponding load mutation. For short-duration offsetting cooperative configuration requirements, the suspension configuration hold time is set to a short hold time matching the effective load application time; for long-duration offsetting cooperative configuration requirements, the suspension configuration hold time is extended accordingly. The specific value of the suspension configuration hold time is obtained based on the relationship between load duration and vehicle suspension response time in historical offsetting cooperative mutation events.

[0087] In actual control, if a new terrain load mutation or regenerative braking load mutation is detected before the end of the offsetting collaborative configuration requirement, the configuration requirement mutation point detection and load mutation type judgment are re-executed, and the suspension configuration requirement is updated according to the new load mutation type; if no new load mutation is detected, the suspension configuration is restored to the basic configuration corresponding to the current vehicle operating state after the suspension configuration holding time ends.

[0088] Example 2: Based on Example 1, an adaptive suspension configuration system for electric all-terrain vehicles based on terrain recognition, such as... Figure 2 As shown, it includes:

[0089] The sequence acquisition module acquires the terrain load time series and the regenerative braking load time series of the electric all-terrain vehicle.

[0090] The coupled event acquisition module obtains the terrain load action events and regenerative braking load action events of each wheel based on the terrain load time series and regenerative braking load time series. For the same wheel, it determines the time overlap relationship, load peak time sequence relationship and load direction change relationship of the two types of events, and obtains the load coupled events.

[0091] The load change acquisition submodule is used to obtain the direction of terrain load change and the direction of regenerative braking load change;

[0092] The coupling event segmentation submodule is used to classify load coupling events into peak synchronous enhancement type, peak first enhancement type, and peak cancellation type;

[0093] The phased and joint partitioning module obtains the load peak time sequence separation degree through the time sequence separation formula, divides it into phased response events and joint response events, and determines the suspension configuration requirements for each.

[0094] The configuration sequence generation module generates phased suspension configuration requirement sequences and joint suspension configuration requirement sequences based on phased response events and joint response events, respectively.

[0095] The mutation type classification module obtains the staged configuration requirement mutation points and joint configuration requirement mutation points, and obtains the suspension configuration transition stage. It traces the configuration requirement mutation back to the mutation position of terrain load and regenerative braking load, and classifies the load mutation type into terrain-dominated mutation, regenerative braking-dominated mutation, or terrain-regenerative braking-coordinated mutation based on the time offset and load change.

[0096] The suspension configuration module generates corresponding suspension configuration requirements based on the type of load mutation.

[0097] The above embodiments are provided for those skilled in the art to implement or use the present invention. Those skilled in the art can make various modifications or changes to the above embodiments without departing from the inventive concept of the present invention. Therefore, the protection scope of the present invention is not limited to the above embodiments, but should be the maximum scope that conforms to the innovative features mentioned in the present invention.

Claims

1. An adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition, characterized in that, Includes the following steps: S1: Obtain the time series of terrain load and regenerative braking load of the electric all-terrain vehicle; S2: Based on the terrain load time series and regenerative braking load time series, obtain the terrain load action events and regenerative braking load action events for each wheel. For the same wheel, determine the time overlap relationship, load peak time sequence relationship and load direction change relationship of the two types of events, and obtain the load coupling events. S3: Obtain the load peak time separation degree through the time separation formula, divide it into phased response events and joint response events, and determine the suspension configuration requirements respectively; S4: Generate the phased suspension configuration requirement sequence and the joint suspension configuration requirement sequence based on the phased response events and the joint response events, respectively; S5: Obtain the phased configuration requirement mutation point and the joint configuration requirement mutation point, and obtain the suspension configuration transition stage. Backtrack the configuration requirement mutation to the mutation position of terrain load and regenerative braking load. According to the time offset and load change, classify the load mutation type into terrain-dominated mutation, regenerative braking-dominated mutation or terrain-regenerative braking synergistic mutation. S6: Generate corresponding suspension configuration requirements based on the load mutation type.

2. The adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition as described in claim 1, characterized in that, The acquisition of the terrain load time series and regenerative braking load time series of the electric all-terrain vehicle includes: the terrain load time series comprising a historical monitored terrain load series and a predicted terrain load series; the regenerative braking load time series comprising a historical monitored regenerative braking load series and a predicted regenerative braking load series; the terrain load time series is a terrain load series obtained by splicing the historical monitored terrain load series and the predicted terrain load series acting on the wheel system based on terrain geometric features, vehicle motion state, and wheel load response relationship when the vehicle passes through the corresponding terrain in the past; the regenerative braking load time series is a regenerative braking load time series obtained by obtaining the dynamic wheel load transfer effect of regenerative braking on each wheel based on the historical regenerative braking state, vehicle motion state, vehicle load distribution relationship, and wheel load response relationship during the historical regenerative braking process, obtaining the monitored regenerative braking load series and the predicted regenerative braking load series based on the dynamic wheel load transfer effect, and aligning and splicing the monitored regenerative braking load series and the predicted regenerative braking load series; the alignment and splicing is performed according to the same current time reference as the terrain load time series.

3. The adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition according to claim 1, characterized in that, The process involves obtaining terrain load events and regenerative braking load events for each wheel based on the terrain load time series and regenerative braking load time series. For the same wheel, the temporal overlap relationship, load peak time sequence relationship, and load direction change relationship of the two types of events are determined, and load coupling events are obtained. This includes: obtaining load events corresponding to each wheel based on the terrain load time series and the regenerative braking load time series; the load events include terrain load events and regenerative braking load events; the terrain load events are the continuous process of dynamic wheel load changes caused by terrain changes on the corresponding wheel, and the regenerative braking load events are the continuous process of dynamic wheel load transfer caused by regenerative braking on the corresponding wheel. The temporal overlap, peak load sequence, and load direction change relationships between the terrain load events and regenerative braking load events corresponding to the same wheel are obtained. These relationships are then used to identify load-coupled events. The temporal overlap is the intersection time period between the time windows of the terrain load events and the regenerative braking load events. The peak load sequence is the temporal order and peak time interval between the peak load times of the corresponding terrain load events and the peak load times of the regenerative braking load events for the same wheel. The load direction change relationship is the consistency between the direction of terrain load change and the direction of regenerative braking load change.

4. The adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition according to claim 3, characterized in that, The determination of a load coupling event based on the time overlap relationship, load peak timing relationship, and load direction change relationship includes: determining the load peak timing relationship as terrain peak first, peak synchronization, or regenerative braking peak first based on the time offset between the load peak moments; obtaining the terrain load change direction and regenerative braking load change direction based on the load change between adjacent sampling moments of the load coupling event for the same wheel corresponding to the terrain load and the regenerative braking load, where the load change is greater than a preset load change and the sign of the corresponding load change is used as the basis for judging the corresponding load change direction; obtaining the load direction change relationship based on the consistency between the terrain load change direction and the regenerative braking load change direction; the load direction change relationship includes co-directional coupling and anti-directional coupling states; the co-directional coupling state is when the terrain load and the regenerative braking load change directions are the same, and the anti-directional coupling state is when the terrain load and the regenerative braking load change directions are opposite; when the duration of the intersection time period is greater than a preset minimum effective overlap time and the time interval between two load peak moments is less than a preset peak time interval, determining the load coupling event for the corresponding wheel based on the load peak timing relationship and the load direction change relationship.

5. The adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition according to claim 4, characterized in that, The determination of the load coupling event for the corresponding wheel based on the load peak timing relationship and the load direction change relationship includes: load coupling events include peak synchronization enhancement type, peak precedence enhancement type, and peak cancellation type; the peak synchronization enhancement type is characterized by the time interval between the peak load times of the terrain load event and the regenerative braking load event not exceeding a preset peak synchronization time threshold, and the two load events being coupled in the same direction; the peak precedence enhancement type is characterized by the terrain load event and the regenerative braking load event corresponding to the same wheel being coupled in the same direction, and the time interval between the peak load time and the peak regenerative braking load time being greater than the preset synchronization time threshold. The threshold is set, and the peak state of terrain load or peak state of regenerative braking load is determined according to the chronological relationship between the peak times of the two loads. The effective overlap time period is the intersection time period between the time windows of the terrain load event and the regenerative braking load event. The peak cancellation type is when the two load events are in reverse coupling state and the time windows of the two load events have effective overlap, so that the terrain load and the regenerative braking load form reverse superposition within the effective overlap time period. When the load coupling event is peak cancellation type, the cancellation type suspension configuration requirement is generated according to the degree of reduction of the composite dynamic wheel load after the superposition of terrain load and regenerative braking load relative to the terrain dynamic wheel load.

6. The adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition according to claim 5, characterized in that, The process involves obtaining the load peak time separation degree using a time-series separation formula, dividing the events into phased response events and joint response events, and determining suspension configuration requirements for each. This includes: obtaining the load peak time separation degree using a time-series separation formula based on the time interval between the peak load time of the terrain load event and the peak load time of the regenerative braking load event, and the respective peak load formation times of the terrain load event and the regenerative braking load event; when the load peak time separation degree is greater than one, the corresponding terrain load event and regenerative braking load event are identified as phased response events, and the corresponding suspension configuration phase is generated according to the peak order of the terrain load event and the regenerative braking load event; when the load peak time separation degree is not greater than one, the corresponding terrain load event and regenerative braking load event are identified as joint response events, and the joint suspension configuration requirements for the corresponding wheels are determined according to the load direction change relationship; the time-series separation formula is: ； In the formula, For the first The degree of temporal separation of the load peak corresponding to each wheel; For the first Peak load moment of terrain load event for each wheel; For the first Peak load moment of regenerative braking load event for each wheel; For the first The duration of the terrain load event on each wheel from the start of the effective load change to the peak of the terrain load; For the first The duration of the regenerative braking load event for each wheel from the start of the effective load change to the peak moment of the regenerative braking load; It is a preset positive number.

7. The adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition according to claim 6, characterized in that, The process of generating phased suspension configuration requirement sequences and joint suspension configuration requirement sequences based on phased response events and joint response events includes: dividing the phased response events according to the peak order of terrain load events and regenerative braking load events in the phased response events to obtain a phased response stage sequence; determining the phased suspension configuration requirements corresponding to each sampling moment based on the terrain load, regenerative braking load, load peak time interval, and time distance between the current moment and the corresponding load peak moment within each phased response stage, and constructing a phased suspension configuration requirement sequence according to the chronological order of each sampling moment; the phased suspension configuration requirement sequence is the sequence of terrain load events and regenerative braking load events acting on the corresponding vehicles according to their peak order. The sequence of suspension configuration requirements changes with the load application stage. Based on the terrain load and regenerative braking load of the joint response event, time alignment is performed according to the same sampling time to obtain the composite dynamic wheel load sequence of the corresponding wheel. Based on the difference between the composite dynamic wheel load sequence and the terrain dynamic wheel load sequence of the corresponding wheel, the degree of enhancement or cancellation of the terrain dynamic wheel load by the regenerative braking load is obtained. Based on the degree of enhancement or cancellation, the load direction change relationship and the duration of the joint response event, the joint suspension configuration requirements corresponding to each sampling time are determined, and the joint suspension configuration requirement sequence is constructed according to the time sequence of each sampling time. The joint suspension configuration requirement sequence is the sequence of suspension configuration requirements changing with the composite dynamic wheel load when the terrain load and regenerative braking load act on the corresponding wheel together within the effective overlapping time period.

8. The adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition according to claim 7, characterized in that, The process of obtaining phased configuration requirement mutation points and joint configuration requirement mutation points, and determining suspension configuration transition stages, involves tracing configuration requirement mutations back to the mutation positions of terrain loads and regenerative braking loads. Based on time offsets and load changes, load mutation types are categorized into terrain-dominated mutations, regenerative braking-dominated mutations, or terrain-regenerative braking-coordinated mutations. This includes: detecting configuration requirement changes in adjacent time windows for the phased suspension configuration requirement sequence and the joint suspension configuration requirement sequence; obtaining phased configuration requirement mutation points and joint configuration requirement mutation points based on the sampling time when the configuration requirement change between adjacent time windows exceeds a preset configuration requirement change threshold; determining the suspension configuration transition stage in the phased response process based on the position of the phased configuration requirement mutation point in the phased response stage sequence; and determining the joint configuration requirement mutation stage in the joint response stage sequence based on the position of the phased configuration requirement mutation point in the joint response stage sequence. Based on the location in the event, the suspension configuration transition stage in the joint response process is obtained; according to the phased configuration demand mutation point and the joint configuration demand mutation point, the terrain load mutation position and the regenerative braking load mutation position corresponding to the configuration demand mutation point are determined in the terrain load time series and the regenerative braking load time series, respectively; a first time offset between the configuration demand mutation point and the terrain load mutation position, and a second time offset between the configuration demand mutation point and the regenerative braking load mutation position are calculated, respectively; based on the relationship between the magnitude of the first time offset and the second time offset, and the load change at the terrain load mutation position and the regenerative braking load mutation position, the load mutation type corresponding to the configuration demand mutation is obtained; the load mutation type includes terrain-dominated mutation, regenerative braking-dominated mutation, and terrain-regenerative braking cooperative mutation.

9. The adaptive suspension configuration method for electric all-terrain vehicles based on terrain recognition according to claim 8, characterized in that, The step of generating corresponding suspension configuration requirements based on load mutation types includes: when the load mutation type corresponding to the configuration requirement mutation is a terrain-dominant mutation, obtaining the suspension pre-configuration time corresponding to the terrain load change based on a first time offset between the terrain load mutation location and the configuration requirement mutation point, and generating the corresponding suspension configuration requirements based on the direction of the terrain load change; when the load mutation type corresponding to the configuration requirement mutation is a regenerative braking-dominant mutation, obtaining the suspension pre-configuration time corresponding to the regenerative braking load change based on a second time offset between the regenerative braking load mutation location and the configuration requirement mutation point, and generating the corresponding suspension configuration requirements based on the direction of the regenerative braking load change; when the load mutation type corresponding to the configuration requirement mutation is a terrain-regenerative braking-coordinated ... terrain load change based on a second time offset between the terrain load mutation location and the configuration requirement mutation point, and generating the corresponding suspension configuration requirements based on the direction of the regenerative braking load change; and when the load mutation type corresponding to the configuration requirement mutation is a terrain-regenerative braking-coordinated mutation, obtaining the suspension pre-configuration time corresponding to the terrain load change based on a second time offset between the terrain load mutation location and the configuration requirement mutation point, and generating the corresponding suspension configuration requirements based on the direction of the regenerative braking load change. The relationship between the direction of change and the direction of change of the regenerative braking load is used to obtain the enhanced collaborative configuration requirement or the offsetting collaborative configuration requirement; the suspension pre-configuration time is the time interval between the occurrence of the corresponding load mutation and the point of change of the suspension configuration requirement; when the load mutation type is the offsetting collaborative configuration requirement, the degree of offset is obtained according to the degree of reduction of the composite dynamic wheel load relative to the terrain dynamic wheel load; according to the relationship between the degree of offset and the preset degree of offset threshold, the offsetting collaborative configuration requirement is divided into mild offsetting configuration requirement, moderate offsetting configuration requirement and severe offsetting configuration requirement; according to the different levels of offsetting collaborative configuration requirements, the suspension damping adjustment direction, damping adjustment amplitude and suspension configuration holding time of the corresponding wheel are determined respectively; the degree of offset is the degree of weakening of the dynamic wheel load change caused by the terrain load by the regenerative braking load.

10. A terrain-recognition-based adaptive suspension configuration system for electric all-terrain vehicles, used to implement the terrain-recognition-based adaptive suspension configuration method for electric all-terrain vehicles according to any one of claims 1-9, characterized in that it includes: The sequence acquisition module acquires the terrain load time series and the regenerative braking load time series of the electric all-terrain vehicle. The coupled event acquisition module obtains the terrain load action events and regenerative braking load action events of each wheel based on the terrain load time series and regenerative braking load time series. For the same wheel, it determines the time overlap relationship, load peak time sequence relationship and load direction change relationship of the two types of events, and obtains the load coupled events. The load change acquisition submodule is used to obtain the direction of terrain load change and the direction of regenerative braking load change; The coupling event segmentation submodule is used to classify load coupling events into peak synchronous enhancement type, peak first enhancement type, and peak cancellation type; The phased and joint partitioning module obtains the load peak time sequence separation degree through the time sequence separation formula, divides it into phased response events and joint response events, and determines the suspension configuration requirements for each. The configuration sequence generation module generates phased suspension configuration requirement sequences and joint suspension configuration requirement sequences based on phased response events and joint response events, respectively. The mutation type classification module obtains the staged configuration requirement mutation points and joint configuration requirement mutation points, and obtains the suspension configuration transition stage. It traces the configuration requirement mutation back to the mutation position of terrain load and regenerative braking load, and classifies the load mutation type into terrain-dominated mutation, regenerative braking-dominated mutation, or terrain-regenerative braking-coordinated mutation based on the time offset and load change. The suspension configuration module generates corresponding suspension configuration requirements based on the type of load mutation.

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