Obstacle avoidance method for vehicle, active suspension system, suspension control device, and vehicle

Abstract

An obstacle avoidance method for a vehicle (100), an active suspension system (16), a suspension control device, and the vehicle (100) are provided. The vehicle (100) includes a body (12), wheels (14), and an active suspension system (16). The active suspension system (16) connects the body (12) and the wheels (14). The obstacle avoidance method includes acquiring road surface information, where the road surface information includes obstacle information, and, if it is determined based on the obstacle information that the vehicle (100) can traverse the obstacle, controlling the active suspension system (16) to enable the vehicle (100) to traverse the obstacle.

Description

[Technical Field]

[0001] Priority information This application claims priority to and claims the benefit of Chinese Patent Application No. 202310378844.9, filed with the State Intellectual Property Office of China on March 30, 2023, which is incorporated herein by reference in its entirety.

[0002] The present application relates to the field of vehicle technology, and in particular to obstacle avoidance methods for vehicles, active suspension systems, suspension control devices, and vehicles. [Background technology]

[0003] In the related art, a vehicle has a suspension system. The suspension system is connected between the vehicle body and the wheels and is used to transmit force between the wheels and the vehicle body. The main functions of the suspension system include shock absorption, vibration filtering, and steering. For example, when a vehicle travels on a road surface, the suspension system can reduce vibration and improve the comfort of passengers inside the vehicle. Currently, suspension systems include active suspension systems. The active suspension system can adjust the height and damping force of the vehicle body based on the road surface conditions, thereby improving the vehicle's intelligence. However, when a vehicle encounters an obstacle and cannot successfully overcome the obstacle, the vehicle will choose to detour or stop, and the vehicle will not be able to adapt to more road surfaces for traveling. Summary of the Invention

[0004] Implementations of the present application provide an obstacle avoidance method for a vehicle, an active suspension system, a suspension control device, and a vehicle.

[0005] An implementation of the present application provides an obstacle avoidance method for a vehicle, the vehicle including a body, wheels, and an active suspension system, the active suspension system connecting the body and the wheels. The obstacle avoidance method includes: acquiring road surface information, the road surface information including obstacle information; If it is determined based on the obstacle information that the vehicle can overcome the obstacle, the active suspension system is controlled so that the vehicle can overcome the obstacle. Includes:

[0006] According to the obstacle avoidance method for a vehicle, obstacle information can be obtained, and if it is determined that the vehicle can overcome the obstacle based on the obstacle information, the active suspension system can be controlled to allow the vehicle to overcome the obstacle. In this way, the vehicle can adapt to more road surfaces for traveling, and driving safety is also improved.

[0007] An active suspension system according to one implementation of the present application includes at least one suspension structure, the suspension structure including a motor and a shock absorber electrically connected to the motor, the motor being configured to control a rotation direction and a rotation speed of the motor when it is determined that the vehicle is able to traverse an obstacle, so that the shock absorber supports the body of the vehicle to traverse the obstacle.

[0008] A suspension control device according to one implementation of the present application includes a controller, the controller configured to be electrically connected to the active suspension system, and the controller configured to perform steps of the obstacle avoidance method in the aforementioned implementation.

[0009] A vehicle according to one implementation of the present application includes an active suspension system according to the aforementioned implementation and / or a suspension control device according to the aforementioned implementation.

[0010] According to the active suspension system, the suspension control device, and the vehicle, obstacle information can be obtained, and if it is determined that the vehicle can overcome the obstacle based on the obstacle information, the active suspension system can be controlled to enable the vehicle to overcome the obstacle. In this way, the vehicle can adapt to more road surfaces for traveling, and driving safety is also improved.

[0011] Additional aspects and advantages of the present application will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the present application.

[0012] The above and / or additional aspects and advantages of the present application will become clear and easily understood in the description of implementations with reference to the accompanying drawings. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a schematic flow chart of an obstacle avoidance method according to an implementation of the present application. [Figure 2] 1 is a diagram of a vehicle structure according to one implementation of the present application; [Figure 3] 1 is a diagram of a vehicle structure according to one implementation of the present application; [Figure 4] FIG. 1 is a diagram of a process in which a vehicle overcomes an obstacle according to an implementation of the present application. [Figure 5] FIG. 1 is a diagram of a process in which a vehicle overcomes an obstacle according to an implementation of the present application. [Figure 6] 1 is a diagram of a shock absorber structure according to one implementation of the present application; [Figure 7] 1 is another schematic flow chart of an obstacle avoidance method according to an implementation of the present application. DETAILED DESCRIPTION OF THE INVENTION

[0014] The following describes in detail the implementation of the present application. Examples of the implementation are shown in the accompanying drawings, and the same or similar reference numerals indicate the same or similar elements, or elements having the same or similar functions. The implementations described below with reference to the accompanying drawings are examples, and are intended to only explain the present application, and are not intended to limit the present application.

[0015] It should be noted that in the description of this application, unless expressly specified and limited otherwise, the terms "mount," "interconnect," and "connect" should be understood broadly. For example, such terms may indicate a fixed, detachable, or integral connection, may indicate a mechanical or electrical connection, and may indicate a direct interconnection, an indirect interconnection through an intermediate medium, an internal connection between two elements, or an interactive relationship between two elements. Those skilled in the art will be able to understand the specific meanings of the foregoing terms in this application based on the specific circumstances.

[0016] The disclosure herein provides many different implementations or examples for implementing different structures of the present application. To simplify the disclosure of the present application, specific example components and arrangements are described herein. Of course, such components and arrangements are merely examples and are not intended to limit the present application. In addition, numbers and / or letters are repeatedly referenced in different examples herein. This repetition is for the purposes of brevity and clarity and does not indicate a relationship between the various implementations and / or arrangements described. In addition, while the present specification provides examples of various specific processes and materials, those skilled in the art may recognize the application of other processes and / or the use of other materials.

[0017] 1 and 2, one implementation of the present application provides an obstacle avoidance method for a vehicle 100. The vehicle 100 includes a body 12, wheels 14, and an active suspension system 16. The active suspension system 16 connects the body 12 and the wheels 14. The obstacle avoidance method includes:

[0018] Step 101: Obtain road surface information, which includes obstacle information.

[0019] Step 103: If it is determined based on the obstacle information that the vehicle 100 can overcome the obstacle 200, the active suspension system 16 is controlled so that the vehicle 100 can overcome the obstacle 200.

[0020] According to the obstacle avoidance method for the vehicle 100, obstacle information of the road surface information can be obtained, and if it is determined that the vehicle 100 can overcome the obstacle 200 based on the obstacle information, the active suspension system 16 can be controlled to enable the vehicle 100 to overcome the obstacle 200. In this way, the vehicle 100 can adapt to more road surfaces for traveling, and driving safety is also improved.

[0021] In an optional implementation, the wheels 14 may be connected to swing arms and steering knuckles, and the active suspension system 16 may include multiple suspension structures 17. See FIG. 3. Each suspension structure 17 is fixed to a swing arm or steering knuckle and connects each wheel 14 to the vehicle body 12. The active suspension system 16 is configured such that each of the suspension structures 17 can individually drive each wheel 14 of the vehicle off the ground.

[0022] In the present application, step 101 may first be performed to acquire road surface information, and when obstacle information is acquired from the road surface information, step 103 may be performed. The road surface information may be road surface information regarding a forward path of the vehicle 100, and the road surface information may include obstacle information. The road surface information may be acquired by using a sensor. For example, the road surface information may be acquired by using one or more of a camera, an infrared sensor, and a radar. As another example, the road surface information may be acquired through a preview system of the vehicle.

[0023] In one implementation, the obstacle information includes the size and type of the obstacle 200. The type of the obstacle 200 may include an obstacle that is recessed into the road surface or an obstacle that protrudes from the road surface. An obstacle that is recessed into the road surface may be, for example, a hole, and an obstacle that protrudes from the road surface may be, for example, a stone.

[0024] 4 and 5. The size of the obstacle 200 may include the three-dimensional geometric size of the obstacle 200, including shape characteristics, height h, width w, and length. The width w may refer to the size of the obstacle 200 in a forward direction of the vehicle 100. The length may refer to the size of the obstacle 200 in a left-right direction of the vehicle 100.

[0025] In one implementation, the size of the obstacle 200 that the vehicle 100 can normally traverse may be predetermined. If the size of the obstacle 200 acquired in real time matches the preset size of the obstacle 200 that can be normally traversed, it is determined that the vehicle 100 can normally traverse the obstacle 200, and the vehicle 100 can normally travel and traverse the obstacle 200. If the size of the obstacle 200 acquired in real time does not match the preset size of the obstacle 200 that can be normally traversed, it is determined that the vehicle 100 cannot normally traverse the obstacle 200, and it is further determined whether the vehicle 100 can traverse the obstacle 200.

[0026] In one implementation, the type of obstacle 200 that the vehicle 100 can normally traverse may be predetermined. If the type of the obstacle 200 acquired in real time matches the preset type of obstacle 200 that can be normally traversed, it is determined that the vehicle 100 can normally traverse the obstacle 200, and the vehicle 100 can normally travel and traverse the obstacle 200. If the type of the obstacle 200 acquired in real time does not match the preset type of obstacle 200 that can be normally traversed, it is determined that the vehicle 100 cannot normally traverse the obstacle 200, and it is further determined whether the vehicle 100 can traverse the obstacle 200.

[0027] If it is determined that the vehicle 100 can traverse the obstacle 200, the active suspension system 16 is controlled to allow the vehicle 100 to traverse the obstacle 200. When the active suspension system 16 is controlled to allow the vehicle 100 to traverse the obstacle 200, the wheels 14 leave the ground at a specific height for a specific period of time, and the vehicle 100 traverses the obstacle 200 in a curved trajectory. For example, the vehicle 100 traverses the obstacle 200 in a trajectory that is close to a parabola.

[0028] In some implementations, the road surface information is obtained by performing image recognition on the road surface image data. In this way, the road surface information can be obtained through image recognition. For example, the image recognition processing may include processing such as noise removal, key information extraction, obstacle contour identification, etc.

[0029] Specifically, in an optional implementation, the vehicle 100 has a preview system including a binocular camera. The binocular camera may be installed inside the windshield. The binocular camera can capture road surface images and output road surface information. The road surface information includes road surface image data.

[0030] To obtain road surface information, image recognition may be performed on the road surface image data. In one implementation, image recognition may be performed on the road surface image data by using a deep learning image processing model to obtain obstacle information such as type and size. The road surface image is captured by using a binocular camera, and the road surface image data is processed by using a deep learning image processing model, so that the size of the obstacle 200 obtained by analyzing the road surface image data is more consistent with the actual size of the obstacle 200, and the type of the obstacle 200 can be accurately obtained through analysis. This helps to improve the accuracy of control.

[0031] In some implementations, the obstacle information includes a size of the obstacle 200, and the obstacle avoidance method includes: The method further includes determining that the vehicle 100 is capable of overcoming the obstacle 200 based on the size of the obstacle 200 and the maximum jump height and maximum jump distance of the vehicle 100.

[0032] In this way, it can be more accurately determined whether the vehicle 100 can overcome the obstacle 200 .

[0033] Specifically, when the vehicle 100 is manufactured, the maximum jump height and maximum jump distance of the vehicle 100 can be determined and stored, or the vehicle 100 can be designed based on a preset maximum jump height and maximum jump distance of the vehicle 100. Factors that determine the maximum jump height and maximum jump distance of the vehicle 100 include, but are not limited to, the vehicle weight, the acceleration performance of the vehicle, the parameters and structure of the active suspension system 16, etc. When the vehicle 100 jumps at the maximum jump height and maximum jump distance, the maximum size of the obstacle 200 that can be overcome can also be determined in advance. This can reduce the amount of data processing that is performed when the vehicle 100 needs to overcome an obstacle 200 while traveling, resulting in the vehicle 100 responding more quickly when overcoming the obstacle 200.

[0034] Therefore, the size of the obstacle 200 acquired in real time is compared with the maximum size of the obstacle 200. If the size of the obstacle 200 acquired in real time is smaller than the maximum size of the obstacle 200, it is determined that the vehicle 100 can pass over the obstacle 200. If the size of the obstacle 200 acquired in real time is not smaller than the maximum size of the obstacle 200, it is determined that the vehicle 100 cannot pass over the obstacle 200.

[0035] In some implementations, determining that the vehicle 100 is able to overcome the obstacle 200 based on the size of the obstacle 200 and the maximum jump height and maximum jump distance of the vehicle 100 includes determining that the vehicle 100 is able to overcome the obstacle 200 if the obstacle 200 is located below a maximum jump curve based on the size of the obstacle 200.

[0036] The maximum jump curve is a jump curve formed based on the maximum jump height and maximum jump distance supported by the jumping capability of the vehicle 100. In this way, it can be more accurately determined whether the vehicle 100 can overcome the obstacle 200.

[0037] Specifically, during the jump, the vehicle 100 jumps in the form of a parabola, and the jump curve may be a parabola. When the vehicle is traveling on a road at a maximum straight-line speed, the maximum jump curve is a jump curve formed based on the maximum jump height and maximum jump distance supported by the jumping capability of the vehicle 100. Therefore, if it is determined that the obstacle 200 is located below the maximum jump curve, it is determined that the vehicle 100 can overcome the obstacle 200.

[0038] In some implementations, the jumping capacity of the vehicle 100 is obtained based on one or more of the active force provided by the shock absorbers 18 of the active suspension system 16, the driving speed of the vehicle 100, and the state of charge of the vehicle. Optionally, the acceleration capacity of the vehicle over a specified time period can also be used as a basis for determining the jumping capacity. In this way, the jumping capacity can be appropriately determined, and as a result, the maximum jump curve obtained based on the jumping capacity can be more appropriate.

[0039] Specifically, the suspension structure 17 includes shock absorbers 18 and elastic elements 20, which are connected between the vehicle body 12 and the wheels 14. When the shock absorbers 18 provide an active force, they can compress the elastic elements 20, causing the elastic elements 20 to store elastic potential energy. The shock absorbers 18 then release the elastic elements 20, and the vehicle body 12 accelerates upward under the action of the shock absorbers' 18 acting force and the elastic potential energy stored in the elastic elements 20, ultimately driving the wheels 14 to lift off the ground. This realizes a jump at a certain driving speed. The active force provided by the shock absorbers 18 mainly determines the jump height. It can be seen that the jumping ability of the vehicle 100 is related to the active force provided by the shock absorbers 18.

[0040] When the vehicle 100 is traveling at a certain speed, it has a motion inertia. When the vehicle 100 is off the ground, the motion inertia allows the vehicle 100 to jump forward a certain distance. The magnitude of the driving speed determines the magnitude of the motion inertia, which in turn determines the forward jump distance. It can be seen that the jumping ability of the vehicle 100 is related to the driving speed.

[0041] In one implementation, the vehicle 100 has a power battery. The power battery powers the motor 40 of the active suspension system 16. The motor 40 is connected to the shock absorber 18. The amount of active force that can be provided by the shock absorber 18 is determined by the power of the motor 40, which is determined by the state of charge of the power battery. It can be seen that the jumping capability of the vehicle 100 is related to the state of charge of the vehicle.

[0042] 3 and 6, the active suspension system 16 includes a resilient element 20, and the active force is an applied force exerted by the shock absorber 18 on the resilient element 20 when the drive assembly 28 is controlled such that the shock absorber 18 compresses the resilient element 20. In this manner, fluid flow can be used to provide the active force.

[0043] In an optional implementation, the shock absorber 18 and the elastic element 20 are connected between the vehicle body 12 and the wheel 14, and the shock absorber 18 includes a barrel assembly 22, a piston rod 24, a piston assembly 26, and a drive assembly 28. An upper chamber 30 and a lower chamber are disposed within the barrel assembly 22. The upper end of the piston rod 24 and the upper end of the elastic element 20 are connected to the vehicle body 12, the lower end of the piston rod 24 is connected to the piston assembly 26, and the lower end of the elastic element 20 is connected to the wheel 14. The active force is the force exerted by the shock absorber 18 on the elastic element 20 when the drive assembly 28 is controlled to transfer fluid in the lower chamber to the upper chamber 30, allowing the piston assembly 26 to drive the piston rod 24 and compress the elastic element 20.

[0044] In an optional implementation, the fluid may be oil. When the drive assembly 28 transfers the fluid in the lower chamber to the upper chamber 30, the incompressibility of oil causes the oil in the upper chamber 30 to push the piston assembly 26 downward, which in turn moves the piston rod 24 downward, which then moves the vehicle body 12 downward and compresses the elastic element 20. When the drive assembly 28 transfers the fluid in the upper chamber 30 to the lower chamber, the oil in the lower chamber pushes the piston assembly 26 upward, which causes the piston assembly 26 to move the piston rod 24 upward. Furthermore, the piston rod 24 moves the vehicle body 12 upward, releasing the elastic element 20, which expands and accelerates the vehicle body 12 upward.

[0045] In some implementations, the active suspension system 16 includes shock absorbers 18 and resilient elements 20 connected between the vehicle body 12 and the wheels 14 .

[0046] See Figure 7. Controlling the active suspension system 16 to enable the vehicle 100 to overcome the obstacle 200 (step 103) includes:

[0047] Step 1031: Determine a take-off point based on the current driving information of the vehicle 100.

[0048] Step 1033: When the vehicle 100 reaches the take-off point, the shock absorber 18 is controlled to release the elastic element 20 and accelerate the body 12 upward so that the vehicle 100 can overcome the obstacle 200.

[0049] In this way, the vehicle 100 can jump at the appropriate take-off point so that the vehicle 100 clears the obstacle 200 .

[0050] The current driving information includes the current driving speed, the current state of charge, the vehicle height, and the like.

[0051] Specifically, each wheel 14 may be connected to the vehicle body 12 by using one suspension structure 17. The upper ends of the shock absorbers 18 and the upper ends of the elastic elements 20 may be connected to the vehicle body 12, and the lower ends of the shock absorbers 18 and the lower ends of the elastic elements 20 may be connected to a swing arm or a steering knuckle, which are further connected to the wheels 14, so that the shock absorbers 18 and the elastic elements 20 are connected between the vehicle body 12 and the wheels 14.

[0052] The shock absorber 18 can expand and contract lengthwise to adjust the distance between the wheel 14 and the vehicle body 12 and further adjust the height of the vehicle body 12 to accommodate road conditions. When the shock absorber 18 expands, the distance between the wheel 14 and the vehicle body 12 can be increased, and the elastic element 20 can expand or contract. When the shock absorber 18 contracts, the distance between the wheel 14 and the vehicle body 12 can be decreased, and the shock absorber 18 provides an active force to the elastic element 20, which is compressed to store elastic potential energy. In one example, the elastic element 20 may be a spring.

[0053] The active force provided by the shock absorber 18 may be the maximum active force that the shock absorber 18 can provide to the elastic element 20, or may be an active force that is less than the maximum active force, which is not particularly limited herein.

[0054] If the vehicle weight is constant, after the active force and vehicle speed are determined, the height and distance that the vehicle 100 can reach during a jump can also be determined. Furthermore, based on the jump height and jump distance that the vehicle 100 can reach and the size of the obstacle 200, it may be determined whether the vehicle 100 can overcome the obstacle 200.

[0055] If the vehicle 100 can clear the obstacle 200, a takeoff point is determined by referring to current driving information of the vehicle 100. In one implementation, the vehicle 100 has a power battery, the motor 40 of the shock absorber 18 is driven by the power battery, and the current driving information of the vehicle 100 may include a charge state of the vehicle 100.

[0056] In one implementation, the vehicle 100 jumps in a parabolic curve, and the takeoff point should be at a specific distance ahead of the obstacle 200. In one implementation, the takeoff point may be predetermined through simulation, testing, etc. For example, in the simulation, testing, etc., scenarios in which the vehicle 100 jumps over various common obstacles 200 may be simulated, and related parameters such as the size of the obstacle 200 during the simulation, the vehicle speed of the vehicle 100, the active force, driving information, and the takeoff point may be stored. In a practical application, if the acquired size of the obstacle 200 matches the preset size of the obstacle 200 and the current driving information of the vehicle 100 matches the preset driving information, the vehicle 100 may be adjusted to determine the takeoff point based on the corresponding preset active force and the corresponding preset vehicle speed, so that the vehicle 100 can overcome the obstacle 200. In one implementation, the vehicle 100 or a cloud server (the vehicle 100 may be communicatively connected to the cloud server) may store the calculation model. In practical applications, parameters such as the size of the obstacle 200, the active force of the vehicle 100, the vehicle speed, and driving information are input into the calculation model to determine whether the vehicle 100 can overcome the obstacle 200 and to determine the take-off point for overcoming the obstacle 200.

[0057] Based on the current vehicle speed, active power, and current driving information of the vehicle 100, by using the relevant conversion relationship, the jump distance and jump height that the vehicle 100 can reach after the jump can be calculated, which will not be described in detail in this specification.

[0058] Under the current vehicle speed, active force, and current driving information of the vehicle 100, the jump curve L formed by the jump distance and jump height reached by the vehicle 100 after the jump is above the obstacle 200.

[0059] In an optional implementation, based on the obstacle information, a minimum jump curve required for the vehicle body 12 to overcome the obstacle 200 can be obtained. By referring to the current driving information, a most suitable take-off point for the vehicle 100 to overcome the obstacle 200 and a most suitable jump curve corresponding to the most suitable take-off point are obtained.

[0060] Based on the shape of the obstacle 200 and the minimum jump curve, a first take-off range of the minimum jump curve for clearing the obstacle can be obtained.

[0061] Based on the minimum jump curve, a horizontal target driving speed of the vehicle 100 during takeoff can be determined. The horizontal driving speed may be determined based on the current driving speed and the vehicle acceleration capability, so that the vehicle can accelerate to a second takeoff range that is equal to or greater than the target driving speed.

[0062] Based on the minimum jump curve, a required take-off speed of the vehicle 100 can be determined. Based on the height of the vehicle body, a current compression state of the elastic element 20 can be obtained, based on the charge state of the vehicle 100, a maximum power currently supported by the motor can be obtained, and based on the maximum power and the current compression state, a third take-off range that corresponds to the minimum jump curve can be obtained.

[0063] The takeoff point may be a point within an overlapping area of ​​the first takeoff range, the second takeoff range, and the third takeoff range, for example, the takeoff point may be a center point of the overlapping area or a point within the overlapping area that is closest to the current location.

[0064] When the vehicle 100 reaches the take-off point, the shock absorber 18 is controlled to release the elastic element 20 to accelerate the vehicle body 12 upward so that the vehicle 100 can clear the obstacle 200. When the vehicle 100 reaches the take-off point, the shock absorber 18 may extend. The elastic potential energy stored in the elastic element 20 may be released, causing the elastic element 20 to accelerate the vehicle body 12 upward. In addition, the extension of the shock absorber 18 may also accelerate the vehicle body 12 upward. Under the dual acceleration of the shock absorber 18 and the elastic element 20, the vehicle body 12 is driven to accelerate upward. When the shock absorber 18 and the elastic element 20 reach their maximum extended length, the upwardly accelerating vehicle body 12 drives the wheels 14 off the ground by using the active suspension system 16, and the vehicle 100 clears the obstacle 200.

[0065] 6, the shock absorber 18 includes a barrel assembly 22, a piston rod 24, a piston assembly 26, and a drive assembly 28. An upper chamber 30 and a lower chamber 32 are disposed within the barrel assembly 22. The upper chamber 30 and the lower chamber 32 are filled with fluid. The piston rod 24 connects the piston assembly 26 to the vehicle body 12, and the piston assembly 26 separates the upper chamber 30 and the lower chamber 32.

[0066] When the vehicle 100 reaches the take-off point, controlling the shock absorber 18 to release the elastic element 20 and accelerate the vehicle body 12 upward so that the vehicle 100 can overcome the obstacle 200; The method includes controlling the drive assembly 28 to transfer fluid in the upper chamber 30 to the lower chamber 32 so that the piston assembly 26 drives the piston rod 24 to release the elastic element 20 .

[0067] In this case, the elastic element 20 is released by moving the piston rod 24 and the piston assembly 26 .

[0068] Specifically, in one implementation, the barrel assembly 22 is hollow cylindrical, and the piston assembly 26 separates an upper chamber 30 and a lower chamber 32. As fluid flows between the upper chamber 30 and the lower chamber 32, the piston assembly 26 can be driven to move up and down. The upper end of the piston rod 24 can be connected to the vehicle body 12, and the lower end extends into the barrel assembly 22 and is connected to the piston assembly 26.

[0069] During the fluid transfer process, when the fluid in the lower chamber 32 is transferred to the upper chamber 30, the fluid pressure in the upper chamber 30 can drive the piston assembly 26 to move downward. At the same time, the piston assembly 26 drives the piston rod 24 to move downward, and the downward moving piston rod 24 drives the vehicle body 12 to compress the elastic element 20. During the fluid transfer process, when the fluid in the upper chamber 30 is transferred to the lower chamber 32, the fluid pressure in the lower chamber 32 can drive the piston assembly 26 to move upward. At the same time, the piston assembly 26 drives the piston rod 24 to move upward, and the upward moving piston rod 24 releases the elastic element 20 as the vehicle body 12 lifts up.

[0070] In the implementation shown in FIG. 6 , each suspension structure 17 further includes a compression relief valve 34, a restoration relief valve 36, and an accumulator 38. The compression relief valve 34 and the restoration relief valve 36 are installed in the piston assembly 26 and control the maximum pressure difference between the upper chamber 30 and the lower chamber 32. Specifically, the compression relief valve 34 and the restoration relief valve 36 are both one-way valves. When the piston assembly 26 moves downward and the pressure difference between the upper chamber 30 and the lower chamber 32 exceeds the maximum pressure threshold, the restoration relief valve 36 opens to maintain the pressure difference between the upper chamber 30 and the lower chamber 32 within the maximum pressure threshold range. When the piston assembly 26 moves upward and the pressure difference between the upper chamber 30 and the lower chamber 32 exceeds the maximum pressure threshold, the compression relief valve 34 opens to maintain the pressure difference between the upper chamber 30 and the lower chamber 32 within the maximum pressure threshold range. This protects the shock absorber 18 and the drive assembly 28.

[0071] The lower chamber 32 of the shock absorber 18 is connected to an accumulator 38. The accumulator 38 may be an external accumulator 38 or an internal bladder accumulator and is primarily used to compensate for pressure and volume changes that occur inside the shock absorber 18 as the piston rod 24 moves up and down. Both the upper chamber 30 and the lower chamber 32 are connected to the drive assembly 28.

[0072] In some implementations, the drive assembly 28 includes a motor 40 and a fluid pump 42. The motor 40 is connected to the fluid pump 42. The motor 40 drives the fluid pump 42 to actuate the shock absorber 18 so that the vehicle 100 overcomes the obstacle 200.

[0073] In this manner, the vehicle 100 is able to overcome the obstacle 200 by using the motor 40 and the hydraulic pump.

[0074] Specifically, the shock absorber 18 has an upper chamber and a lower chamber, the fluid pump 42 connects the upper chamber 30 and the lower chamber, and the motor 40 changes direction of rotation to transfer fluid from the lower chamber to the upper chamber 30 to extend the shock absorber 18, or transfer fluid from the upper chamber 30 to the lower chamber to shorten the shock absorber 18.

[0075] When the shock absorber 18 shortens, the resilient element 20 may be compressed. When the shock absorber 18 expands, the resilient element 20 may be released and the vehicle body 12 may be accelerated upward.

[0076] In some implementations, the first port 43 and the second port 45 of the fluid pump 42 communicate with the upper chamber 30 and the lower chamber, respectively.

[0077] In this case, the first port 43 and the second port 45 may be used to allow fluid to flow between the upper chamber 30 and the lower chamber.

[0078] Specifically, the fluid pump 42 may be a bidirectional fluid pump 42. When fluid is transferred from the upper chamber 30 to the lower chamber, the fluid enters the fluid pump 42 from the upper chamber 30 through the first port 43 and flows out into the lower chamber through the second port 45. When fluid is transferred from the lower chamber to the upper chamber 30, the fluid enters the fluid pump 42 from the lower chamber through the second port 45 and flows out into the upper chamber 30 through the first port 43.

[0079] The rotational speed of the motor 40 can determine the fluid flow rate and the fluid pressure difference between the upper chamber 30 and the lower chamber.

[0080] In one implementation, the active suspension system 16 performs the following actions to enable the vehicle 100 to jump:

[0081] (1) First Stage: The motor 40 is started at a certain rotational speed (e.g., a rotational speed less than the maximum rotational speed), causing the fluid pump 42 to rotate in reverse, transferring fluid from the lower chamber 32 to the upper chamber 30. In this case, the pressure in the upper chamber 30 is higher than the pressure in the lower chamber 32, and the piston rod 24 is driven downward. At the same time, the elastic element 20 is also compressed, storing energy. The pressure difference between the first port 43 and the second port 45 of the fluid pump 42 is monitored by pressure sensors at the first port 43 and the second port 45 of the fluid pump 42. When the fluid pressure difference between the upper chamber 30 and the lower chamber 32 reaches the maximum allowable pressure difference of the shock absorber 18, the fluid pressure difference does not increase any further, and the piston rod 24 stops moving.

[0082] (2) Second stage: The motor 40 is started at its maximum rotational speed, the fluid pump 42 rotates forward, the fluid is transferred from the upper chamber 30 to the lower chamber 32, and the piston rod 24 is driven upward. At the same time, the elastic potential energy stored in the elastic element 20 in the first stage is released, and the piston rod 24 and the elastic element 20 simultaneously drive the vehicle body 12 to accelerate upward.

[0083] (3) Third stage: When the piston rod 24 moves upward to the maximum allowable stroke, the elastic element 20 also stops extending, and the active suspension system 16 also reaches the maximum upward lift stroke. The vehicle body 12 continues to accelerate in the second stage, and has a certain rising speed in the third stage, so that the wheels 14 also lift off the ground due to being connected by the active suspension system 16.

[0084] 4) Fourth stage: When the vehicle 100 is traveling in a straight line at a certain speed, the vehicle 100 jumps to a certain height, remains afloat for a certain period of time, and then lands.

[0085] In some implementations, the vehicle 100 includes front and rear wheels.

[0086] When the vehicle 100 reaches the take-off point, controlling the shock absorber 18 to release the elastic element 20 and accelerate the body 12 upward so that the vehicle 100 can clear the obstacle 200 includes:

[0087] The shock absorbers 18 are controlled so that the front and rear wheels can jump simultaneously.

[0088] In this way, the front and rear wheels can jump simultaneously to allow the vehicle 100 to clear the obstacle 200.

[0089] Specifically, the takeoff points include a front wheel takeoff point and a rear wheel takeoff point, the shock absorbers 18 include a front wheel shock absorber 18 and a rear wheel shock absorber 18, and the elastic elements 20 include a front wheel elastic element 20 and a rear wheel elastic element 20.

[0090] When the front wheels reach the front wheel take-off point, the front wheel shock absorbers 18 are controlled to release the front wheel elastic elements 20 and accelerate the vehicle body 12 upward so that the front wheels can clear the obstacle 200. When the rear wheels reach the rear wheel take-off point, the rear wheel shock absorbers 18 are controlled to release the rear wheel elastic elements 20 and accelerate the vehicle body 12 upward so that the rear wheels can clear the obstacle 200. In this implementation, all four wheels 14 jump simultaneously so that the vehicle 100 clears the obstacle 200. Therefore, the front wheel take-off point and the rear wheel take-off point, which exist when the front wheels and the rear wheels leave the ground simultaneously, can be calculated. In FIG. 4 , the distance between the front wheel take-off point and the obstacle 200 is S1, and the distance between the rear wheel take-off point and the obstacle 200 is S2.

[0091] When the front wheels leave the ground at the front wheel take-off point, the jump curve L formed by the front wheels is above the obstacle 200. When the rear wheels leave the ground at the rear wheel take-off point, the jump curve L formed by the rear wheels is above the obstacle 200. Each shock absorber 18 can be individually controlled to provide an appropriate active force so that the jump curve L formed by the front wheels is above the obstacle 200 and the jump curve L formed by the rear wheels is above the obstacle 200.

[0092] In some implementations, the vehicle 100 includes front and rear wheels.

[0093] When the vehicle 100 reaches the take-off point, controlling the shock absorber 18 to release the elastic element 20 and accelerate the body 12 upward so that the vehicle 100 can clear the obstacle 200 includes:

[0094] The shock absorbers 18 are controlled so that the front wheels jump first and the rear wheels jump later.

[0095] In this way, the front wheels jump first and the rear wheels jump after as the vehicle 100 clears the obstacle 200 .

[0096] Specifically, the shock absorbers 18 include front wheel shock absorbers 18 and rear wheel shock absorbers 18, and the elastic elements 20 include front wheel elastic elements 20 and rear wheel elastic elements 20. When the front wheels reach the front wheel take-off point, the front wheel shock absorbers 18 are controlled to release the front wheel elastic elements 20 to accelerate the vehicle body 12 upward so that the front wheels can clear the obstacle 200, and the rear wheel shock absorbers 18 are controlled to keep the rear wheels on the ground. When the rear wheels reach the rear wheel take-off point, the rear wheel shock absorbers 18 are controlled to release the rear wheel elastic elements 20 to accelerate the vehicle body 12 upward so that the rear wheels can clear the obstacle 200. In FIG. 5, the front wheel take-off point and the rear wheel take-off point may be the same take-off point, and the distance between the take-off point and the obstacle 200 is S1.

[0097] When the front wheels leave the ground at the front wheel take-off point, the jump curve L formed by the front wheels is above the obstacle 200. When the rear wheels leave the ground at the rear wheel take-off point, the jump curve L formed by the rear wheels is above the obstacle 200. Each shock absorber 18 can be individually controlled to provide an appropriate active force so that the jump curve L formed by the front wheels is above the obstacle 200 and the jump curve L formed by the rear wheels is above the obstacle 200. In some implementations, the obstacle avoidance method includes: If it is determined that the vehicle 100 is unable to clear the obstacle 200, the method further includes increasing the vehicle speed of the vehicle 100 and / or increasing the active force provided by the shock absorbers 18 of the active suspension system 16.

[0098] This ensures that the vehicle 100 can overcome the obstacle 200 .

[0099] Specifically, under the current vehicle speed and current active force, vehicle 100 cannot clear obstacle 200, indicating that either the vehicle speed is too low or the active force is too small. If the active force and vehicle speed can continue to increase, then the vehicle speed and active force can be increased. For example, the vehicle speed can be increased to the maximum speed limit for the road section, and the active force can be increased to the maximum active force that can be provided by shock absorber 18.

[0100] In one implementation, if the vehicle speed cannot be increased any further, the active force may be increased, for example, the active force may be increased up to the maximum active force that can be provided by the shock absorber 18.

[0101] In one implementation, if the active force cannot be increased any further, the vehicle speed may be increased, for example, the vehicle speed may be increased up to the maximum speed limit for the road segment.

[0102] The active force may be determined based on the fluid pressure differential between the upper chamber 30 and the lower chamber 32 that exists when the piston assembly 26 moves downward. When the fluid pressure differential between the upper chamber 30 and the lower chamber 32 reaches the maximum pressure differential for the shock absorber 18, the active force cannot be increased.

[0103] In some implementations, the obstacle avoidance method includes: If it is determined that the vehicle 100 is unable to overcome the obstacle 200, the method further includes controlling the vehicle 100 to issue an alert and advising the vehicle 100 to avoid the obstacle 200 or to stop the vehicle 100.

[0104] In this way, the driver can be notified in time to take care to avoid the obstacle 200.

[0105] Specifically, in one implementation, if the height of the obstacle 200 exceeds the maximum jump height of the vehicle 100 or if the width of the obstacle 200 exceeds the maximum jump width of the vehicle 100, the vehicle 100 may be deemed unable to cross the obstacle 200.

[0106] In one implementation, the vehicle 100 may be deemed unable to cross the obstacle 200 if the vehicle speed reaches the maximum speed limit of the road section, if the jump height of the vehicle 100 does not exceed the height of the obstacle 200, or if the jump width of the vehicle 100 does not exceed the width of the obstacle 200.

[0107] There are many ways in which the vehicle 100 can be controlled to issue an alert. For example, a display component of the vehicle 100 (including, but not limited to, a central control screen, entertainment screen, dashboard, head-up display component, etc.) can be controlled to display the alert information in a pop-up window, a speaker of the vehicle 100 can be controlled to broadcast the alert information, or a vibrator on the steering wheel can be controlled to vibrate to prompt the alert information. Alternatively, the alert information can be transmitted to a user terminal, which then obtains and prompts the alert information. Alternatively, two or more of the aforementioned methods can be combined. This is not particularly limited herein. The user terminal can include, but is not limited to, a mobile phone, a tablet computer, a wearable smart device (e.g., a smart watch, smart glasses, or smart helmet), etc.

[0108] The user may be advised to avoid the obstacle 200, and a new route may be displayed on the navigation interface to go around the obstacle 200. In response to the user's decision instruction, the vehicle 100 may travel to go around the obstacle 200 based on the new route.

[0109] The vehicle 100 is advised to stop. The stop advice may be provided by the vehicle 100 through the use of a display component and / or a speaker. In response to the user's decision indication, the vehicle 100 may apply the brakes (e.g., full brakes).

[0110] In some implementations, the obstacle information includes the type of obstacle 200. Before determining that the vehicle 100 can overcome the obstacle 200 based on the size of the obstacle 200 and the maximum jump height and maximum jump distance of the vehicle 100, the obstacle avoidance method may: The method further includes determining that the vehicle 100 needs to overcome the obstacle 200 based on the size of the obstacle 200 and the type of the obstacle 200 .

[0111] In this case, it is determined that the vehicle 100 needs to clear the obstacle 200 before it is determined that the vehicle 100 can clear the obstacle 200 .

[0112] Specifically, sizes (e.g., narrower holes) and types (e.g., plastic bags) of obstacles 200 can be predetermined that do not interfere with normal operation of the vehicle 100 and do not need to be overcome. In one implementation, a deep learning image processing model can identify the sizes and types of obstacles 200 captured in real time and compare the sizes and types of obstacles 200 with predetermined sizes and predetermined types of obstacles 200 that do not interfere with normal operation.

[0113] If the size of the obstacle 200 acquired in real time matches the predetermined size of the obstacle 200 that does not interfere with normal driving, it is determined that the vehicle 100 does not need to pass over the obstacle 200 and can drive normally. If the size of the obstacle 200 acquired in real time does not match the predetermined size of the obstacle 200 that does not interfere with normal driving, it is determined that the vehicle 100 needs to pass over the obstacle 200. If the type of the obstacle 200 acquired in real time matches the predetermined type of the obstacle 200 that does not interfere with normal driving, it is determined that the vehicle 100 does not need to pass over the obstacle 200 and can drive normally. If the type of the obstacle 200 acquired in real time does not match the predetermined type of the obstacle 200 that does not interfere with normal driving, it is determined that the vehicle 100 needs to pass over the obstacle 200.

[0114] In some implementations, when the vehicle 100 traverses the obstacle 200, the power of the motor 40 of the active suspension system 16 is 3 kW or greater.

[0115] This can ensure that the vehicle 100 can overcome the obstacle 200 .

[0116] Specifically, the magnitude of the power of the motor 40 determines the maximum active force provided by the shock absorber 18. If the power of the motor 40 is 3 kW or more, it can be ensured that the vehicle 100 can overcome the obstacle 200.

[0117] The power P of the motor 40 is 3 kW or greater, i.e., P≧3 kW. In some examples, P may be 3 kW, 3.5 kW, 4 kW, 4.5 kW, 5 kW, 5.5 kW, 6 kW, 6.5 kW, 7 kW, or another value greater than or equal to 3 kW.

[0118] As an example, for a jump height of 50 mm, a 2-ton vehicle 100 requires 4.5 kW as the power of the motor 40, and a 3-ton vehicle 100 requires 7 kW as the power of the motor 40. If the vehicle speed is 60 km / h and the power of the motor 40 is 4.5 kW, the vehicle 100 can jump a distance of 3 m wide and 50 mm high.

[0119] In some implementations, when the vehicle 100 passes over the obstacle 200, the push-up pressure of the piston rod 24 of the active suspension system 16 is 8 MPa or greater.

[0120] This can ensure that the vehicle 100 can overcome the obstacle 200 .

[0121] Specifically, the upward pressure of the piston rod 24 can accelerate the vehicle body 12 upward, and when the upward pressure of the piston rod 24 is 8 MPa or more, it can be ensured that the vehicle 100 can overcome the obstacle 200.

[0122] The upward pressure of the piston rod 24 is 8 MPa or greater, i.e., P≧8 MPa. In some examples, P may be 8 MPa, 9 MPa, 10 MPa, 11 MPa, 12 MPa, 13 MPa, or another value greater than or equal to 8 MPa.

[0123] As an example, for a jump height of 50 mm, a 2-ton vehicle 100 requires 10 MPa as the push-up pressure P of the piston rod 24, and a 3-ton vehicle 100 requires 12 MPa as the push-up pressure P of the piston rod 24. If the vehicle speed is 60 km / h and the push-up pressure P of the piston rod 24 is 10 MPa, the vehicle 100 can jump a width of 2 m and a height of 40 mm.

[0124] In some implementations, when the vehicle 100 traverses the obstacle 200, the operating voltage of the motor 40 of the active suspension system 16 is 350V or greater.

[0125] This can ensure that the vehicle 100 can overcome the obstacle 200 .

[0126] Specifically, the operating voltage of the motor 40 determines the maximum active force provided by the shock absorber 18. If the operating voltage of the motor 40 is 350V or higher, it can be ensured that the vehicle 100 can overcome the obstacle 200.

[0127] The operating voltage U of each motor 40 is 350 V or greater, i.e., U≧350 V. In some examples, U may be 350 V, 400 V, 450 V, 500 V, 550 V, 600 V, 650 V, or another value greater than or equal to 350 V.

[0128] As an example, for a jump height of 50 mm, a 2-ton vehicle 100 requires an operating voltage of approximately 450 V for the motor 40, and a 3-ton vehicle 100 requires an operating voltage of 600 V for the motor 40. If the vehicle speed is 60 km / h and the operating voltage of the motor 40 is 450 V, the vehicle 100 can jump a width of 2 m and a height of 50 mm.

[0129] In an optional implementation, when the vehicle 100 traverses the obstacle 200, the active suspension system 16 satisfies at least one of the following:

[0130] The power of the motor 40 of the active suspension system 16 is 3 kW or more; The upward pressure of the piston rod 24 of the active suspension system 16 is 8 MPa or more; and The operating voltage of the motor 40 of the active suspension system 16 is 350V or higher.

[0131] In some implementations, the vehicle 100 includes a power battery that is electrically connected to the motor 40 of the active suspension system 16 such that the power battery supplies power to the motor 40 .

[0132] This ensures the power supply capability of the motor 40 .

[0133] Specifically, the power battery provides electrical energy for running the vehicle 100. The power battery can implement a high voltage output and can provide sufficient electrical energy to the high-power motor 40, so that the motor 40 can enable the shock absorber 18 to provide the required active force.

[0134] An active suspension system 16 according to one implementation of the present application includes at least one suspension structure 17, the suspension structure 17 including a motor 40 and a shock absorber 18 electrically connected to the motor 40, the motor 40 being configured to control the direction and speed of rotation of the motor 40 when it is determined that the vehicle 100 can overcome the obstacle 200, so that the shock absorber 18 supports the body 12 of the vehicle 100 to overcome the obstacle 200.

[0135] The suspension system can control the rotation direction and rotation speed of the motor 40, so that the shock absorber 18 supports the body 12 of the vehicle 100 to overcome the obstacle 200. In this way, the vehicle 100 can adapt to more road surfaces to run on, and driving safety is also improved.

[0136] It should be noted that the above description regarding the implementation and beneficial effects of the obstacle avoidance method is also applicable to the active suspension system 16 according to this implementation. To avoid redundancy, the details will not be described again.

[0137] In some implementations, the suspension structure 17 further includes a fluid pump 42. The motor 40 is connected to the fluid pump 42. The fluid pump 42 is connected to the shock absorbers 18. The motor 40 can drive the fluid pump 42 to actuate the shock absorbers 18 so that the body 12 of the vehicle 100 overcomes the obstacle 200.

[0138] In some implementations, the shock absorber 18 includes an upper chamber 30 and a lower chamber that are separated from one another, and the motor 40 can adjust the direction of rotation to drive the fluid pump 42 to transfer fluid from the upper chamber 30 to the lower chamber and vice versa.

[0139] In some implementations, a first port 43 of the fluid pump 42 communicates with the upper chamber 30 and a second port 45 of the fluid pump 42 communicates with the lower chamber.

[0140] In some implementations, the motor 40 is configured to drive the shock absorber 18, causing the shock absorber 18 to release the elastic element 20 and accelerate the body 12 upward so that the vehicle 100 can overcome the obstacle 200.

[0141] In some implementations, the active suspension system 16 includes multiple suspension structures 17 configured such that when the vehicle 100 traverses an obstacle 200, each of the suspension structures 17 can individually drive each wheel 14 of the vehicle 100 to lift it off the ground.

[0142] In some implementations, determining that the vehicle 100 is capable of overcoming the obstacle 200 is determining that the vehicle 100 is capable of overcoming the obstacle 200 based on the size of the obstacle 200 and the maximum jump height and maximum jump distance of the vehicle 100.

[0143] In some implementations, determining that the vehicle 100 can overcome the obstacle 200 based on the size of the obstacle 200 and the maximum jump height and maximum jump distance of the vehicle 100 is determining that the vehicle 100 can pass through the obstacle 200 if the obstacle 200 is located below a maximum jump curve based on the size of the obstacle 200.

[0144] In some implementations, the jumping capability of the vehicle 100 is obtained based on one or more of the active force provided by the shock absorbers 18 of the active suspension system 16, the driving speed of the vehicle 100, and the state of charge of the vehicle 100.

[0145] In the active suspension system 16 according to this implementation of the present application, in a possible implementation, the control process of the suspension structure 17 can be performed by an internal control module of the motor 40, in another possible implementation, the control module for the active suspension system 16 can be configured to control the associated processes that implement the above-mentioned control method, and in yet another possible implementation, all suspension structures 17 of the active suspension system 16 may be controlled to implement the control process by using a controller of the vehicle 100.

[0146] Referring to Figure 2, a suspension control system 46 according to one implementation of the present application includes a controller 44, which is configured to be electrically connected to the active suspension system 16, and which is configured to perform steps in an obstacle avoidance method according to any of the implementations described above.

[0147] Specifically, the suspension control device 46 may be mounted on the vehicle body 12, and the controller 44 may be electrically connected to the motor controller and the preview system. If it is determined based on the obstacle information that the vehicle 100 can traverse the obstacle 200, the controller 44 may control the active suspension system 16 to enable the vehicle 100 to traverse the obstacle 200.

[0148] A vehicle 100 according to one implementation of the present application includes an active suspension system 16 according to any one of the implementations described above, and / or a suspension control device 46 according to the implementations described above.

[0149] Specifically, the vehicle 100 includes, but is not limited to, a pure electric vehicle, a hybrid vehicle, and an enhanced electric vehicle.

[0150] In one implementation, vehicle 100 includes active suspension system 16 and suspension control device 46, and controller 44 is electrically connected to active suspension system 16. Controller 44 may control active suspension system 16 to perform steps of an obstacle avoidance method according to any one of the aforementioned implementations.

[0151] In one implementation, the vehicle 100 includes an active suspension system 16. When the motor 40 of the active suspension system 16 determines, based on the obstacle information, that the vehicle 100 can overcome the obstacle 200, the motor 40 controls the direction and speed of rotation of the motor 40, such that the shock absorber 18 supports the body 12 of the vehicle 100 to overcome the obstacle 200.

[0152] In one implementation, the vehicle 100 includes a suspension control system 46, and the controller 44 is capable of performing the steps of an obstacle avoidance method according to any one of the implementations described above.

[0153] It should be noted that the above description of the implementation and beneficial effects of the obstacle avoidance method and active suspension system 16 is also applicable to the suspension controller 46 and vehicle 100 according to this implementation. To avoid redundancy, the details will not be described again.

[0154] It may be understood that a computer program includes computer program code. The computer program code may be in source code format, object code format, executable file, intermediate format, etc. A computer-readable storage medium may include any entity or device capable of holding computer program code, such as a recording medium, USB flash drive, removable hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), software distribution medium, etc. A processor may be a central processing unit, a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or another programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, etc.

[0155] In the description herein, references such as "one implementation," "some implementations," "exemplary implementations," "example," "particular example," or "some examples" mean that a particular feature, structure, material, or characteristic described with reference to an implementation is included in at least one implementation or example of the present application. As used herein, exemplary references to such terms do not necessarily refer to the same implementation or example. Furthermore, particular features, structures, materials, or characteristics may be combined in any suitable manner in any one or more of the implementations or examples.

[0156] Although implementations of the present application have been shown and described, those skilled in the art will recognize that various changes, modifications, substitutions, and variations can be made to the implementations without departing from the principles and purpose of the present application. The scope of the present application is defined by the claims and their equivalents. [Explanation of symbols]

[0157] 100 vehicles 12 Body 14 wheels 16 Active Suspension System 17 Suspension structure 18 Shock absorbers 20 Elastic Elements 22 External barrel assembly 24 Piston rod 26 Piston Assembly 28 Drive Assembly 30 Upper Chamber 32 Lower Chamber 34 Compression safety valve 36 Recovery safety valve 38 Accumulator 40 Motor 42 Fluid Pump 43 First Port 45 Second Port 44 Controller 46 Suspension control device

Claims

1. 1. A method of obstacle avoidance for a vehicle, the vehicle comprising a body, wheels, and an active suspension system, the active suspension system connecting the body and the wheels, the method comprising: acquiring road surface information, the road surface information comprising obstacle information; When it is determined based on the obstacle information that the vehicle can traverse the obstacle, controlling the active suspension system so that the vehicle can traverse the obstacle. An obstacle avoidance method comprising:

2. The obstacle avoidance method according to claim 1 , wherein the road surface information is obtained by performing image recognition on road surface image data.

3. the obstacle information comprises a size of the obstacle, and the method further comprises:

3. The obstacle avoidance method according to claim 1, further comprising determining whether the vehicle is capable of overcoming the obstacle based on the size of the obstacle and a maximum jump height and a maximum jump distance of the vehicle.

4. determining that the vehicle is capable of overtaking the obstacle based on the size of the obstacle and the maximum jump height and the maximum jump distance of the vehicle comprises determining that the vehicle is capable of overtaking the obstacle if the obstacle is located below a maximum jump curve based on the size of the obstacle; 4. The obstacle avoidance method according to claim 3, wherein the maximum jump curve is a jump curve formed based on the maximum jump height and the maximum jump distance supported by the jumping capability of the vehicle.

5. 5. The obstacle avoidance method of claim 4, wherein the jumping capability of the vehicle is obtained based on one or more of an active force provided by a shock absorber of the active suspension system, a driving speed of the vehicle, and a state of charge of the vehicle.

6. 6. The obstacle avoidance method of claim 5, wherein the active suspension system comprises a resilient element, and the active force is an action force exerted on the resilient element by the shock absorber when a drive assembly is controlled such that the shock absorber compresses the resilient element.

7. the active suspension system comprises the shock absorber and the elastic element, the shock absorber and the elastic element being connected between the vehicle body and the wheel; controlling the active suspension system to enable the vehicle to overcome the obstacle; determining a takeoff point based on current driving information of the vehicle; When the vehicle reaches the take-off point, controlling the shock absorbers to release the elastic elements and accelerate the vehicle body upward so that the vehicle can clear the obstacle.

7. The obstacle avoidance method according to claim 1, comprising:

8. the shock absorber comprises an outer cylinder assembly, a piston rod, a piston assembly, and the drive assembly, wherein an upper chamber and a lower chamber are disposed within the outer cylinder assembly, the upper chamber and the lower chamber are filled with a fluid, the piston rod connects the piston assembly to the vehicle body, and the piston assembly separates the upper chamber and the lower chamber; When the vehicle reaches the take-off point, controlling the shock absorber to release the elastic element and accelerate the vehicle body upward so that the vehicle can overcome the obstacle; 8. The obstacle avoidance method of claim 7, comprising controlling the drive assembly to transfer fluid in the upper chamber to the lower chamber such that the piston assembly drives the piston rod to release the elastic element.

9. 9. The obstacle avoidance method of claim 8, wherein the drive assembly comprises a motor and a fluid pump, the motor connected to the fluid pump, and the motor driving the fluid pump to actuate the shock absorber so that the vehicle overcomes the obstacle.

10. 10. The obstacle avoidance method of claim 9, wherein a first port and a second port of the fluid pump communicate with the upper chamber and the lower chamber, respectively.

11. the vehicle has front and rear wheels; When the vehicle reaches the take-off point, controlling the shock absorber to release the elastic element and accelerate the vehicle body upward so that the vehicle can overcome the obstacle; controlling the shock absorbers so that the front and rear wheels jump simultaneously; or Controlling the shock absorbers so that the front wheels jump first and the rear wheels jump later.

11. The obstacle avoidance method according to claim 7, comprising:

12. The obstacle avoidance method comprises:

12. The obstacle avoidance method of claim 1, further comprising increasing a vehicle speed of the vehicle and / or increasing the active force provided by the shock absorbers of the active suspension system if it is determined that the vehicle is unable to traverse the obstacle.

13. The obstacle avoidance method comprises:

13. The obstacle avoidance method according to claim 1, further comprising: controlling the vehicle to issue an alert and advising the vehicle to avoid the obstacle or to stop the vehicle when it is determined based on the obstacle information that the vehicle is unable to overcome the obstacle.

14. and before determining that the obstacle information comprises a type of the obstacle and that the vehicle is able to overcome the obstacle based on the size of the obstacle and the maximum jump height and the maximum jump distance of the vehicle, the obstacle avoidance method comprises: The obstacle avoidance method of claim 3 , further comprising determining that the vehicle needs to traverse the obstacle based on the size of the obstacle and the type of the obstacle.

15. when the vehicle crosses the obstacle, the power of the motor of the active suspension system is 3 kW or more; and / or When the vehicle crosses the obstacle, the piston rod of the active suspension system has a lift pressure of 8 MPa or more; and / or 15. The obstacle avoidance method of any one of claims 1 to 14, wherein the operating voltage of the motor of the active suspension system is 350V or greater when the vehicle traverses the obstacle.

16. 16. The obstacle avoidance method of claim 1, wherein the vehicle includes a power battery, the power battery being electrically connected to the motor of the active suspension system such that the power battery supplies power to the motor.

17. An active suspension system comprising at least one suspension structure, the suspension structure comprising a motor and a shock absorber electrically connected to the motor, the motor being configured to control a rotation direction and a rotation speed of the motor when it is determined that the vehicle is able to traverse an obstacle, so that the shock absorber supports a body of the vehicle to traverse the obstacle.

18. 18. The active suspension system of claim 17, wherein the suspension structure further comprises a fluid pump, the motor connected to the fluid pump, the fluid pump connected to the shock absorber, and the motor capable of driving the fluid pump to actuate the shock absorber so that the body of the vehicle overcomes the obstacle.

19. 20. The active suspension system of claim 18, wherein the shock absorber comprises separated upper and lower chambers, and the motor is drivable by adjusting the direction of rotation to transfer fluid in the fluid pump from the upper chamber to the lower chamber and from the lower chamber to the upper chamber.

20. The active suspension system of claim 19 , wherein a first port of the fluid pump is connected to the upper chamber and a second port of the fluid pump is connected to the lower chamber.

21. 21. An active suspension system as claimed in any one of claims 17 to 20, wherein the suspension structure comprises a resilient element and the motor is configured to drive the shock absorber, such that the shock absorber releases the resilient element to accelerate the vehicle body upwards so that the vehicle overcomes the obstacle.

22. 22. The active suspension system of any one of claims 17 to 21, wherein the active suspension system comprises a plurality of suspension structures configured such that each of the suspension structures is capable of individually driving each wheel of the vehicle off the ground when the vehicle traverses the obstacle.

23. 22. The active suspension system of claim 17, wherein determining that the vehicle is capable of clearing the obstacle comprises determining that the vehicle is capable of clearing the obstacle based on a size of the obstacle and a maximum jump height and a maximum jump distance of the vehicle.

24. 24. The active suspension system of claim 23, wherein determining that the vehicle is able to traverse the obstacle based on the size of the obstacle and the maximum jump height and the maximum jump distance of the vehicle comprises determining that the vehicle is able to traverse the obstacle if the obstacle is located below a maximum jump curve based on the size of the obstacle.

25. 25. The active suspension system of claim 24, wherein the jumping capability of the vehicle is obtained based on one or more of an active force provided by a shock absorber of the active suspension system, a driving speed of the vehicle, and a state of charge of the vehicle.

26. 17. A suspension control device comprising a controller, the controller configured to be electrically connected to an active suspension system, the controller configured to implement steps in the obstacle avoidance method of any one of claims 1 to 16.

27. A vehicle comprising an active suspension system according to any one of claims 17 to 25 and / or a suspension control device according to claim 26.

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