Active suspension control method and apparatus for vehicle, and system, storage medium and vehicle

Abstract

An active suspension control method and apparatus for a vehicle, and a system, a storage medium and a vehicle. The method comprises: acquiring driving environment data of a vehicle, wherein the driving environment data is determined on the basis of transmission data of an external device; and controlling an active suspension of the vehicle on the basis of the driving environment data.

Description

Active suspension control method, device, system, storage medium and vehicle of vehicle

[0001] Cross-reference to related applications

[0002] The present application claims priority to the Chinese patent application No. 202410545330.2, filed on April 30, 2024, to the Chinese Patent Office, the whole content of the above application being incorporated herein by reference. TECHNICAL FIELD

[0003] The present application relates to the field of vehicle control technology, and more particularly, to an active suspension control method, device, system, storage medium and vehicle of vehicle. BACKGROUND

[0004] With the development of intelligent vehicles, active suspension has attracted people's attention. In the related technology, the active suspension system can detect the road undulation through a camera, and then actively adjust the wheel height so that the vehicle body can still be kept level on uneven roads, making the driving experience like floating on the road like a magic carpet. The magic carpet suspension is thus named. Its working principle is to scan the road conditions in front through the front-looking binocular camera of the vehicle. For example, when the front road is a speed bump, the camera senses the rising of the road height, and at this time the suspension system quickly adjusts the oil quantity and pressure to quickly raise the piston in the spring support rod to offset the vertical movement of the vehicle body, thereby greatly increasing the riding comfort.

[0005] However, the distance and accuracy of the sensor such as the camera are limited, which can easily increase the deviation of the active suspension control and cause the control to lag, and the camera sensor is also easily affected by weather and other factors and fails, causing the active suspension control to be abnormal. TECHNICAL SOLUTION

[0006] An object of embodiments of the present application is to provide a new technical solution for active suspension control of a vehicle, and to improve the accuracy of active suspension control.

[0007] According to a first aspect of the present application, embodiments of an active suspension control method of a vehicle are provided, comprising:

[0008] Obtaining driving environment data of the vehicle; wherein the driving environment data is determined based on transmission data of an external device; and

[0009] Controlling the active suspension of the vehicle according to the driving environment data.

[0010] In some embodiments, the vehicle and the external device communicate based on a V2X system.

[0011] In some embodiments, the driving environment data comprises at least one of motion data of a moving object in the surrounding of the vehicle and road data of a road where the vehicle is located.

[0012] In some embodiments, the active suspension is controlled by a target value of a control parameter of the active suspension, the target value of the control parameter being determined based on the driving environment data, the target value of the control parameter being used to adjust a damping force of the active suspension to reach a target damping force corresponding to the target value.

[0013] In some embodiments, the target value is determined based on a sub-parameter value corresponding to at least one control index related to the control parameter and a weight value corresponding to the at least one control index, the sub-parameter value corresponding to the control index being determined based on a current road parameter of a road where the vehicle is located and a current driving speed of the vehicle, the current road parameter being determined based on the driving environment data.

[0014] In some embodiments, the weight value corresponding to the at least one control index is determined based on a first acceleration value of the vehicle, the first acceleration value being determined based on the driving environment data and self-state information of the vehicle.

[0015] In some embodiments, the weight value corresponding to the at least one control index is determined based on a ratio between the first acceleration value and a threshold acceleration value.

[0016] In some embodiments, the threshold acceleration value is a first threshold acceleration value when the first acceleration value is positive, and is a second threshold acceleration value when the first acceleration value is negative.

[0017] In some embodiments, the weight value corresponding to the at least one control index is determined according to a ratio between the first acceleration value and the threshold acceleration value when the vehicle is not in a specific working condition, the specific working condition including a working condition of starting traction control and a working condition of starting anti-lock braking.

[0018] In some embodiments, the target value of the control parameter is determined based on a sub-parameter value corresponding to a certain control index when the vehicle is in a specific working condition, the specific working condition being one of a working condition of starting traction control and a working condition of starting anti-lock braking, the certain control index being a safety index.

[0019] In some embodiments, the sub-parameter value corresponding to the control index is determined based on the current road parameter, the current driving speed, and a control parameter-driving data relationship corresponding to the control index, the control parameter-driving data relationship reflecting a numerical correspondence between the corresponding sub-parameter, the road parameter, and the driving speed under a limit condition of the corresponding control index.

[0020] In some embodiments, the control parameter-driving data relationship corresponding to the control index comprises a sub-parameter value of the control parameter corresponding to each of a plurality of numerical combinations, the numerical combination consisting of the road parameter and the driving speed, the sub-parameter value of the control parameter corresponding to the numerical combination being determined under a driving condition of the numerical combination with an objective of optimizing a representation value of the corresponding control index.

[0021] In some embodiments, the control index comprises a comfort index and / or a safety index.

[0022] The representation value of the comfort index comprises a root mean square value of a total acceleration of the vehicle, the root mean square value of the total acceleration being a root mean square value of a vertical body acceleration and a pitch body acceleration.

[0023] The representation value of the safety index comprises a root mean square value of a total wheel dynamic load of the vehicle, the root mean square value of the total wheel dynamic load being a root mean square value of a front axle wheel dynamic load and a rear axle wheel dynamic load.

[0024] According to a second aspect of the present application, an embodiment of an active suspension control device of a vehicle is provided, comprising:

[0025] a data receiving unit configured to obtain driving environment data of the vehicle, wherein the driving environment data is determined based on transmission data of an external device; and

[0026] a control unit configured to control the active suspension of the vehicle according to the driving environment data.

[0027] According to a third aspect of the present application, an embodiment of an active suspension control device of a vehicle is provided, comprising a processor connected with a memory, the processor invoking the executable program code stored in the memory to execute the active suspension control method of the vehicle according to the first aspect.

[0028] According to a fourth aspect of the present application, an embodiment of an active suspension system is provided, comprising an active suspension and the active suspension control device according to the second aspect or the third aspect.

[0029] According to a fifth aspect of the present application, a storage medium is provided, which stores computer instructions, when invoked, for executing the active suspension control method of the vehicle according to the first aspect.

[0030] According to a sixth aspect of the present application, an embodiment of the vehicle is provided, which comprises the active suspension system according to the fourth aspect, or the active suspension control device according to the second aspect or the third aspect. Advantages

[0031] An advantage of the embodiments of the present application is that, according to the embodiments of the present application, the driving environment data of the vehicle is acquired, wherein the driving environment data is determined based on the transmission data of the external device, and the active suspension of the vehicle is controlled according to the driving environment data. The driving environment data of the vehicle can be acquired, and the active suspension is adjusted based on the driving environment data. Compared with acquiring the driving environment data by the sensors of the vehicle itself, the speed of acquiring the driving environment data can be improved, the control accuracy of the active suspension can be improved, the problem of abnormal control of the active suspension caused by failure of the sensors of the vehicle itself can be avoided, and the comfort and safety of the ride can be improved.

[0032] Other features and advantages of the present application will become apparent from the following detailed description of exemplary embodiments of the present application with reference to the drawings. BRIEF DESCRIPTION OF DRAWINGS

[0033] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the application and, together with the description, serve to explain the principles of the application.

[0034] FIG. 1 is a flowchart of an active suspension control method of a vehicle according to some embodiments;

[0035] FIG. 2 is a schematic diagram of a five-degree-of-freedom vehicle model according to some embodiments;

[0036] FIG. 3 is a schematic diagram of a seven-degree-of-freedom vehicle model according to some other embodiments;

[0037] FIG. 4 is a schematic diagram of an active suspension control method of a vehicle according to some other embodiments;

[0038] FIG. 5 is a flowchart of an active suspension control method of a vehicle according to some other embodiments;

[0039] FIG. 6 is a structural schematic diagram of an active suspension control device of a vehicle according to some embodiments;

[0040] FIG. 7 is a structural schematic diagram of an active suspension control device of a vehicle according to some other embodiments;

[0041] FIG. 8 is a structural schematic diagram of an active suspension system according to some embodiments;

[0042] FIG. 9 is a structural schematic diagram of a vehicle according to some embodiments;

[0043] FIG. 10 is a structural schematic diagram of a vehicle according to some other embodiments. Embodiments of the Invention

[0044] Various exemplary embodiments of the present application will now be described in detail with reference to the figures. It should be noted that the relative arrangements, numerical expressions, and numerical values of the components and steps set forth in these embodiments are not limiting to the scope of the present application unless otherwise specifically stated.

[0045] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the scope of the application and its applications or uses.

[0046] Techniques, methods, and apparatus known to those of ordinary skill in the relevant art can not be discussed in detail herein, but should be considered as part of the specification, where appropriate.

[0047] In all of the examples shown and discussed herein, any specific values should be interpreted as merely illustrative and not as a limitation. Thus, other examples of the exemplary embodiments can have different values.

[0048] It should be noted that like references and characters herein relate to like items throughout the figures, and once an item is defined in one figure, it need not be discussed further in subsequent figures.

[0049] Embodiments of the present application relate to a control scheme for active suspensions of a vehicle. The active suspensions of the vehicle are respectively arranged at four tires of the vehicle, and each active suspension includes a shock absorber, which can be a hydraulic cylinder, a magneto-rheological shock absorber, an air spring, etc., without limitation. Different shock absorbers correspond to different wheels, one end of the shock absorber is connected to a swing arm of the corresponding wheel, and the other end of the shock absorber is connected to a vehicle body, and the height and attitude of the vehicle body can be changed by applying different damping forces to the shock absorber.

[0050] As shown in FIG. 1, a control method for active suspensions of a vehicle is shown, which can be implemented by an active suspension control device of the vehicle. The control method includes step S1100 and step S1200.

[0051] In step S1100, driving environment data of the vehicle is obtained.

[0052] In this embodiment, the driving environment data can be determined based on transmission data of external devices. As shown in FIG. 4, the external devices can be other vehicles, roadside devices, mobile devices of vulnerable road users (pedestrians, bicycles, etc.), and the like, which are not limited herein.

[0053] The transmission data of the other vehicles can be distance, speed, acceleration, and the like of the other vehicles, the transmission data of the roadside devices can be road data such as road classification, and the transmission data of the mobile devices of the vulnerable road users (pedestrians, bicycles, etc.) can be relative distance and relative speed of the vulnerable road users (pedestrians, bicycles, etc.).

[0054] In one embodiment, the vehicle and the external device communicate based on a vehicle to everything (V2X) system.

[0055] In this embodiment, each vehicle is installed with a V2X system, and the driving environment data can be obtained by the V2X system during driving of the vehicle.

[0056] The main components of the V2X system include an on board unit (OBU), a roadside unit (RSU), and a mobile device of a vulnerable road user (pedestrian, bicycle, etc.).

[0057] The active suspension control device of the vehicle obtains the driving environment data, wherein the driving environment data can be determined by the OBU based on analysis of the transmission data of the external devices, or can be the transmission data of the external devices itself, that is, the driving environment data is the transmission data of the external devices.

[0058] In some embodiments, the driving environment data includes motion data of a moving object around the vehicle.

[0059] In this embodiment, the moving object around the vehicle can be other vehicles around the vehicle, or vulnerable road users (pedestrians, bicycles, etc.) around the vehicle. The motion data of the other vehicles around the vehicle can be driving information of the other vehicles provided by the OBUs of the other vehicles around the vehicle, such as relative distance, speed, acceleration, and the like of the other vehicles in front of the vehicle or in adjacent lanes. The motion data of the vulnerable road users can be vulnerable road user information provided by the mobile devices of the vulnerable road users, such as relative distance / relative speed of the vulnerable road users (pedestrians, bicycles, etc.) longitudinally / crossing in front of the vehicle.

[0060] In other embodiments, the driving environment data includes road data of a road where the vehicle is located.

[0061] In this embodiment, the road data of the road where the vehicle is located can be the road data of the road where the vehicle is located provided by the RSU, and the road data can include the classification of the road and the like.

[0062] In step S1200, the active suspension of the vehicle is controlled according to the driving environment data.

[0063] In this embodiment, controlling the active suspension of the vehicle can be, for example, adjusting the damping force of the active suspension.

[0064] In one example, as shown in FIG. 4, the road unevenness displacement can be determined according to the driving environment data, and then the road surface is perceived based on the road unevenness displacement. When the perceived road surface is a bad road surface, the adjustment of the active suspension is focused on the comfort index.

[0065] In another example, the driving environment data includes the motion data of the moving object around the vehicle, and the first acceleration of the vehicle can be determined according to the motion data and the self-vehicle state information. When the first acceleration of the vehicle is positive and large, the damping force of the active suspension is reduced.

[0066] In yet another example, the driving environment data includes the road surface data of the road where the vehicle is located, and the road parameter, for example, the road grade, can be determined according to the road surface data. When the road grade is higher, the damping force of the active suspension is increased.

[0067] According to the embodiments of the present application, the driving environment data of the vehicle is obtained, wherein the driving environment data is determined based on the transmission data of the external device, and the active suspension of the vehicle is controlled according to the driving environment data. The driving environment data of the vehicle can be quickly determined based on the transmission data of the external device, and then the active suspension is adjusted based on the driving environment data. Compared with obtaining the driving environment data by the sensors of the vehicle itself, the speed of obtaining the driving environment data can be improved, the control accuracy of the active suspension can be improved, the problem of abnormal control of the active suspension caused by the failure of the sensors of the vehicle itself can be avoided, and the comfort and safety of the ride can be improved.

[0068] In some embodiments, the active suspension is controlled by a target value of a control parameter of the active suspension, the target value of the control parameter is determined based on the driving environment data, and the target value of the control parameter can be used to adjust the damping force of the active suspension, so that the damping force of the active suspension reaches a target damping force corresponding to the target value.

[0069] In specific implementation, in step S1200, the active suspension of the vehicle is controlled according to the driving environment data, including step S2100 and step S2200.

[0070] In step S2100, a target value of a control parameter of the active suspension is determined according to the driving environment data.

[0071] In this embodiment, the active suspension is controlled by the target value of the control parameter of the active suspension, where the control parameter of the active suspension can be a parameter related to the damping force of the active suspension, that is, the size of the damping force of the active suspension can be adjusted by changing the target value of the control parameter, so that the damping force of the active suspension reaches the target damping force corresponding to the target value. The target value can be determined by the driving environment data.

[0072] For a magneto-rheological damper, the damping force is related to the current, that is, the control parameter is the current. For other types of dampers, the control parameter can be other parameters, which are not limited here.

[0073] In some embodiments, the target value is determined based on a sub-parameter value corresponding to at least one control indicator related to the control parameter and a weight value corresponding to the at least one control indicator, where the sub-parameter value corresponding to the control indicator is determined based on a current road parameter of a road where the vehicle is located and a current driving speed of the vehicle, and the current road parameter is determined based on the driving environment data.

[0074] In this embodiment, in step S2100, the target value of the control parameter of the active suspension is determined according to the driving environment data, including steps S2111 and S2113.

[0075] In step S2111, the current road parameter of the road where the vehicle is located is determined according to the driving environment data.

[0076] In this embodiment, the road parameter is the road grade, and the driving environment data includes road data of the road where the vehicle is located. The OBU of the vehicle can determine the road roughness coefficient of the road where the vehicle is located through the road data of the road provided by the RSU, and then determine the road grade based on the road roughness coefficient.

[0077] In one example, the road grade is divided into 8 grades, i.e., A, B, C, D, E, F, G, H eight grades, the road grade A corresponds to the first-class highway, the highway, the road grade B and the road grade C correspond to the common asphalt road, the cement road, the road grade D, the road grade E correspond to the gravel (gravel) road, the compact but unpaved road, the road grade F corresponds to the field, the road grade G and the road grade H correspond to the unpaved uneven road, the damaged road. The road roughness coefficients corresponding to different road grades are different, the larger the road roughness coefficient, the larger the corresponding road grade, that is, the road roughness coefficient corresponding to the road grade A is smaller than the road roughness coefficient corresponding to the road grade B.

[0078] In step S2112, a sub-parameter value corresponding to at least one control index is determined according to the current road parameter of the road where the vehicle is located and the current driving speed of the vehicle.

[0079] In this embodiment, the control index can be, for example, a safety index, a comfort index, an economy index, etc.

[0080] In some embodiments, the sub-parameter value corresponding to the control index can be obtained based on the current road parameter, the current driving speed, and a control parameter-driving data relationship corresponding to the control index, which reflects the numerical correspondence between the corresponding sub-parameter, the road parameter, and the driving speed under the limit condition of the corresponding control index.

[0081] In a specific implementation, in step S2112, the sub-parameter value corresponding to at least one control index is determined according to the current road parameter of the road where the vehicle is located and the current driving speed of the vehicle, including:

[0082] The sub-parameter value corresponding to the control index is determined according to the current road parameter, the current driving speed, and a control parameter-driving data relationship corresponding to the control index.

[0083] In this embodiment, the control parameter-driving data relationship reflects the numerical correspondence between the corresponding sub-parameter, the road parameter, and the driving speed under the limit condition of the corresponding control index.

[0084] In one example, taking a magnetorheological damper as the damper, taking current as the control parameter, and taking comfort as the control index, the control parameter-driving data relationship corresponding to the control index can be the first control data shown in Table 1 as follows:

[0085] Table 1 First control data

[0086] The first control data is the control parameter-driving data relationship of the active suspension mainly based on the comfort index. Among them, the first control data reflects the first numerical correspondence between the road grade, the driving speed, and the sub-parameter value of the comfort index.

[0087] The control device of the active suspension can determine the sub-parameter value corresponding to the comfort index in the first control data, i.e., from Table 1, according to the current road grade and the current driving speed of the vehicle.

[0088] In another example, taking a magnetorheological damper as the damper, taking current as the control parameter, and taking safety as the control index, the control parameter-driving data relationship corresponding to the control index can be the second control data shown in Table 2 as follows:

[0089] Table 2 second control data

[0090] The second control data is a control parameter-riding data relationship of the active suspension based on the safety index. The second control data reflects a second corresponding relationship in numerical value between the road grade, the riding speed and the sub-parameter value corresponding to the safety index. The sub-parameter value corresponding to the safety index can be determined in the second control data, i.e., Table 2, according to the current road parameter and the riding speed of the vehicle.

[0091] In step S2113, the target value of the control parameter is determined according to the sub-parameter value corresponding to the at least one control index related to the control parameter and the weight value corresponding to the at least one control index.

[0092] In this embodiment, the at least one control index related to the control parameter can be the safety index, or the safety index and the comfort index, which is not limited here.

[0093] In the example where the at least one control index is the safety index, the sub-parameter value corresponding to the safety index can be determined according to the current road parameter of the road where the vehicle is located and the current riding speed of the vehicle, and then the target value of the control parameter is determined according to the sub-parameter value and the weight value corresponding to the safety index.

[0094] In one embodiment, the weight value corresponding to the at least one control index is determined based on the first acceleration value of the vehicle, which is determined based on the driving environment data and the self-state information of the vehicle.

[0095] In this embodiment, the OBU of the vehicle can determine the first acceleration value of the vehicle based on the motion data of the motion objects around the vehicle and the state information of the vehicle itself, as an estimated value of the first acceleration value of the vehicle in the next stage. The first acceleration value includes a longitudinal acceleration value, which can represent the speed of the vehicle in the driving direction.

[0096] The state information of the vehicle itself can include the riding speed, the wheel speed, the wheel cylinder pressure, the active suspension damping force, the accelerator / brake pedal opening degree, the gear signal, the longitudinal / lateral acceleration, the yaw angular velocity / center of mass side slip angle, the slip rate / slip ratio, etc. The state information of the vehicle itself can be collected by the sensors of the vehicle itself and sent to the OBU of the vehicle, so as to facilitate the OBU to determine the driving environment data.

[0097] The moving object in the vehicle periphery can be another vehicle in the vehicle periphery. During the driving of the vehicle, there can be multiple other vehicles in the vehicle periphery. For example, another vehicle in front of the vehicle, another vehicle behind the vehicle, another vehicle on the left of the vehicle, and another vehicle on the right of the vehicle. At this time, one of the other vehicles in the vehicle periphery that has the most impact on the driving of the vehicle, i.e., a target object, can be determined from the driving information provided by the OBUs of the other vehicles.

[0098] In one example, during the driving of the vehicle, the OBU of the vehicle can lock a target object by the relative distance, speed, acceleration, etc. of the other vehicles in front of or adjacent to the three lanes. The target object can be the vehicle in front of the vehicle.

[0099] According to the first acceleration value of the target object and the state information of the vehicle itself, a first acceleration value of the vehicle is determined. The first acceleration value includes a longitudinal acceleration value, which can be an acceleration value in the driving direction.

[0100] It should be noted that during the driving of the vehicle, the moving objects in the periphery change accordingly, and the locked target object also changes.

[0101] After determining the first acceleration value of the vehicle, a weight value corresponding to at least one control index is determined according to the first acceleration value of the vehicle.

[0102] In some embodiments, the weight value corresponding to the at least one control index is determined based on the ratio between the first acceleration value and the demarcation acceleration value.

[0103] In some embodiments, the control index includes a safety index and a comfort index, and the first weight corresponding to the comfort index and the second weight corresponding to the safety index can be determined according to the ratio between the first acceleration value and the demarcation acceleration value.

[0104] In the related art, when controlling the active suspension, only the comfort requirement is considered, and in some working conditions that require to increase the vehicle grip, the safety requirement is much greater than the comfort requirement. Therefore, the active suspension control in the related art is relatively single and not comprehensive enough.

[0105] In this embodiment, the control index includes a comfort index and a safety index. The weight value corresponding to the control index includes a first weight corresponding to the comfort index and a second weight corresponding to the safety index. The first weight corresponding to the comfort index can be represented as α, the second weight corresponding to the safety index can be represented as β, and the sum of the first weight α and the second weight β is 1. The first weight and the second weight are between 0 and 1, and the control of the active suspension comprehensively considers the safety index and the comfort index.

[0106] The first weight and the second weight are determined according to the first acceleration value and the demarcation acceleration value of the vehicle. Wherein, the first acceleration value and the demarcation acceleration value have a certain corresponding relationship.

[0107] In some embodiments, when the first acceleration value is positive, the demarcation acceleration value is a first demarcation acceleration value. When the first acceleration value is negative, the demarcation acceleration value is a second demarcation acceleration value.

[0108] In one example, the first acceleration value is positive, i.e., |a g |, the corresponding demarcation acceleration value is the first demarcation acceleration value, i.e., |a j1 |, the first acceleration value is negative, i.e., -|a g |, the corresponding demarcation acceleration value is the second demarcation acceleration value, i.e., -|a j2 |, if the first acceleration is positive, the ratio between the first acceleration value and the first demarcation acceleration value is: Thus, the first weight a and the second weight b are determined. If the first acceleration is negative, the ratio between the first acceleration value and the second demarcation acceleration value is: Thus, the first weight a and the second weight b are determined.

[0109] In one example, the damper is a magneto-rheological damper, the control parameter is current, as shown in Table 1, the first control data reflects the first corresponding relationship in the numerical value of the sub-parameter value (current) corresponding to the road grade, the driving speed and the comfort index, as shown in Table 2, the second control data reflects the second corresponding relationship in the numerical value of the sub-parameter value (current) corresponding to the road grade, the driving speed and the safety index. Then, according to the road grade and the driving speed of the vehicle, the first sub-parameter value i X1 corresponding to the comfort index and the second sub-parameter value i DX1 corresponding to the safety index can be found in Table 1 and Table 2. Then, according to the first acceleration, the first weight a corresponding to the comfort index and the second weight b corresponding to the safety index are determined, and the target value of the control parameter is determined: i1=a i X1 + b i DX1 .

[0110] In one embodiment, the control parameter-driving data relationship corresponding to the control index includes a sub-parameter value of the control parameter corresponding to each of a plurality of numerical combinations, the numerical combination is composed of a road parameter and a driving speed, and the sub-parameter value of the control parameter corresponding to the numerical combination is determined under the driving condition of the numerical combination, aiming to optimize the representation value of the corresponding control index.

[0111] In implementation, the control parameter-ride data relationship corresponding to the comfort index can be constructed in the following steps S3100 and S3200.

[0112] In step S3100, for each of the numerical combinations of the road parameters and the ride speed, the sub-parameter value of the control parameter corresponding to the numerical combination is determined by targeting the representative value of the comfort index.

[0113] In the embodiment, the road parameter can be the road grade.

[0114] In one example, the road grade includes eight grades of A, B, C, D, E, F, G, and H, and the ride speed includes 25 groups of speeds from 0-120 km / h, with an interval of 5 km / h. Each numerical combination is composed of an optional road grade and a ride speed value, and there are 200 numerical combinations. For each numerical combination, the representative value of the comfort index is calculated.

[0115] In one embodiment, the representative value of the comfort index includes the root mean square value of the total acceleration of the vehicle, and the root mean square value of the total acceleration is the root mean square value of the root mean square value of the vertical acceleration of the vehicle body and the pitch acceleration of the vehicle body.

[0116] In some examples, a five-degree-of-freedom vehicle model can be established, as shown in FIG. 2, i.e., the vertical motion of the vehicle body, the longitudinal motion of the vehicle body, the pitch motion of the vehicle body, the vertical motion of the front wheel, and the vertical motion of the rear wheel are substituted into the control model of the active suspension.

[0117] Based on the five-degree-of-freedom vehicle model, the root mean square value of the vertical acceleration of the vehicle body a ZC :

[0118] wherein X s is the longitudinal displacement of the vehicle body, which is related to the damper damping force of the active suspension.

[0119] The root mean square value of the pitch acceleration of the vehicle body a FY :

[0120] wherein θ is the pitch angle of the vehicle body, which is related to the damper damping force of the active suspension.

[0121] The calculation formula (3) of the root mean square value of the total acceleration a HZ :

[0122] It can be seen from the formulas (1), (2) and (3) that the total acceleration root mean square value is related to the damper force of the active suspension, and for each numerical combination, the first damper force of the optimized damper is obtained by taking the total acceleration root mean square value of the vehicle as the optimization target.

[0123] In these examples, the calculation formula of the damper force of the damper in the active suspension model is as follows:

[0124] Wherein, F c is the damper force, z c is the damper piston displacement, is the damper piston velocity, a1 is the shear force coefficient, a2 is the damper pre-yield zone damping related coefficient, a3 is the damper post-yield zone damping related coefficient, and a4 is the critical coefficient. a1, a2, a3, a4 are related to the input current of the damper.

[0125] By the calculation formula of the damper force of the damper in the active suspension model, the corresponding relationship between the damper force and the damper input current can be obtained. According to the corresponding relationship and the optimized first damper force, the first value of the current corresponding to the optimized first damper force, i.e. the sub-parameter value of the control parameter, is determined.

[0126] In other examples, a seven-degree-of-freedom model as shown in FIG. 3 can be established. The seven-degree-of-freedom model includes vehicle body vertical motion, vehicle body longitudinal motion, vehicle body pitch motion, front wheel vertical motion, rear wheel vertical motion, front wheel rotation, and rear wheel rotation. The seven-degree-of-freedom model is substituted into the control model of the active suspension to obtain the expression of the total acceleration root mean square.

[0127] Step S3200, according to the sub-parameter value of the control parameter corresponding to each numerical combination, the control parameter-riding data relationship corresponding to the comfort index is obtained.

[0128] Continuing the above example, after obtaining the sub-parameter value of the current corresponding to 200 numerical combinations, the first control data is obtained, as shown in Table 1 above.

[0129] The control parameter-riding data relationship corresponding to the safety index can be constructed by the following steps S4100 and S4200.

[0130] Step S4100, for each numerical combination in the plurality of numerical combinations of road parameters and driving speed, the sub-parameter value of the control parameter corresponding to the numerical combination is determined by taking the optimization of the representation value of the safety index as the target.

[0131] In this embodiment, the road parameters and the plurality of numerical combinations of the driving speed of the second control data are the same as the plurality of numerical combinations of the first control data, that is, when the numerical combinations of the first control data include 200 numerical combinations, the numerical combinations of the second control data also include 200 numerical combinations.

[0132] In one embodiment, the representation value of the safety index includes a total wheel dynamic load root mean square value of the vehicle, and the total wheel dynamic load root mean square value is a root mean square value of a front axle wheel dynamic load root mean square value and a rear axle wheel dynamic load root mean square value.

[0133] In one example, the front axle wheel dynamic load root mean square value Z m is calculated by formula (4).

[0134] Wherein, Z t1 is a front axle unsprung mass vertical displacement, and Z r1 is a front axle ground displacement, both of which are related to the damping force of the shock absorber of the active suspension.

[0135] The rear axle wheel dynamic load root mean square value Z n is calculated by formula (5).

[0136] Wherein, Z t2 is a rear axle unsprung mass vertical displacement, and Z r2 is a rear axle ground displacement, both of which are related to the damping force of the shock absorber of the active suspension.

[0137] The total wheel dynamic load root mean square value can be expressed as:

[0138] According to formulas (4), (5) and (6), for each numerical combination, the optimized second damping force is obtained with the optimization target of reducing the total wheel dynamic load root mean square value of the vehicle.

[0139] According to the correspondence between the optimized second damping force and the damping force and the current in the active suspension model, the second value of the current corresponding to the numerical combination is determined.

[0140] Step S4200, according to the sub-parameter value of the control parameter corresponding to each numerical combination, the control parameter-driving data relationship corresponding to the safety index is obtained.

[0141] Continuing the above example, after obtaining the second value of the current corresponding to the 200 numerical combinations, the second control data is obtained, as shown in Table 2 above.

[0142] It should be noted that in the process of optimizing the total acceleration root mean square value and the total wheel dynamic load root mean square value, the following constraint conditions also need to be met: a. The control current needs to meet the actual allowed current range of the shock absorber; b. The suspension dynamic travel cannot exceed the maximum value of the system; c. The wheel dynamic load cannot exceed the wheel static load.

[0143] In some embodiments, when the vehicle is not in a specific working condition, the weight corresponding to the at least one control index is determined according to the ratio between the first acceleration value and the demarcation acceleration value.

[0144] In this embodiment, the working conditions of the vehicle include an abrupt acceleration working condition, a slow acceleration working condition, an abrupt deceleration working condition, a slow deceleration working condition, a traction control working condition, and an anti-lock braking working condition. The specific working conditions include a working condition of starting traction control and a working condition of starting anti-lock braking. The abrupt acceleration working condition is a working condition in which the first acceleration of the target object is positive and greater than the first demarcation acceleration. The slow acceleration working condition is a working condition in which the first acceleration of the target object is positive and less than or equal to the first demarcation acceleration. The slow deceleration working condition is a working condition in which the first acceleration of the target object is negative and greater than the second demarcation acceleration. The abrupt deceleration working condition is a working condition in which the first acceleration of the target object is negative and less than or equal to the second demarcation acceleration. The specific working condition can be started by the user or spontaneously started by the vehicle, which is not limited here.

[0145] When the vehicle is not in a specific working condition, that is, the vehicle is in any one of the abrupt acceleration working condition, the slow acceleration working condition, the abrupt deceleration working condition, and the slow deceleration working condition, the at least one control index includes a safety index and a comfort index. In this case, according to the first acceleration value and the demarcation acceleration value, a first weight corresponding to the comfort index and a second weight corresponding to the safety index are determined.

[0146] It should be noted that when the working condition of the vehicle is the abrupt acceleration working condition, the slow acceleration working condition, or the traction control working condition, the drive system outputs a target drive force to drive the vehicle. When the working condition of the vehicle is the abrupt deceleration working condition, the slow deceleration working condition, or the anti-lock braking working condition, the braking system outputs a target braking force to brake the vehicle.

[0147] According to the embodiments of the present application, by determining the weight corresponding to the at least one control index according to the ratio between the first acceleration value and the demarcation acceleration value when the vehicle is not in a specific working condition, the accuracy of the active suspension control can be further improved.

[0148] In some embodiments, the target value of the control parameter is determined based on a sub-parameter value corresponding to a certain control index, when the vehicle is in a specific working condition; the specific working condition is one of a working condition of starting traction control and a working condition of starting anti-lock braking; and the certain control index is a safety index.

[0149] In the embodiment, the specific working condition is one of a working condition of starting traction control and a working condition of starting anti-lock braking. The triggering of the specific working condition can be automatic triggering of the vehicle or active triggering by the vehicle owner. When the vehicle is in the specific working condition, the second weight is 1, and the control of the active suspension is mainly based on the safety index, that is, the sub-parameter value of the control parameter corresponding to the current road parameter and the current driving speed is determined according to the road parameter, the driving speed of the vehicle, and the control parameter-driving data relationship corresponding to the safety index, that is, the second control data shown in Table 2. The control parameter-driving data relationship corresponding to the safety index reflects the corresponding relationship between the corresponding sub-parameter (current) and the road parameter and the driving speed in the numerical value under the limitation condition of the safety index.

[0150] When the vehicle is in the specific working condition, the comfort is not considered, and only the safety is mainly considered, and at this time, the target value of the control parameter is i2=i DX2 .

[0151] FIG. 5 shows a method for controlling an active suspension of a vehicle according to some other embodiments, which can also be implemented by an active suspension control device of the vehicle. As shown in FIG. 5, the control method can include steps S1 to S9.

[0152] In step S1, driving environment data of the vehicle is obtained, wherein the driving environment data is determined based on transmission data of an external device, and the vehicle communicates with the external device based on a V2X system.

[0153] In the example, the driving environment data includes one of motion data of a motion object around the vehicle and road data of a road where the vehicle is located.

[0154] In step S2, it is determined whether the vehicle is in a specific working condition. If yes, step S3 is performed, and if no, step S7 is performed.

[0155] In the example, the specific working condition is one of a working condition of starting traction control and a working condition of starting anti-lock braking.

[0156] In step S3, a first weight corresponding to a comfort index and a second weight corresponding to a safety index are determined according to a ratio between a longitudinal acceleration value and a demarcation acceleration value, wherein the longitudinal acceleration value is obtained based on self-vehicle state information and driving environment data of the vehicle.

[0157] In some examples, the demarcation acceleration value is a first demarcation acceleration value when the longitudinal acceleration value is a positive value. The demarcation acceleration value is a second demarcation acceleration value when the longitudinal acceleration value is a negative value.

[0158] At step S4, a first target value of the control parameter corresponding to the road parameter and the driving speed value is determined according to first control data corresponding to the road parameter, the driving speed value and the comfort index.

[0159] In the present example, the first control data can represent a control parameter-driving data relationship corresponding to the comfort index, as shown in Table 1 above. The first control data reflects the corresponding relationship between the corresponding sub-parameters and the road parameter and the driving speed in the numerical value under the limitation of the comfort index.

[0160] In some examples, the step of obtaining the first control data comprises: for each of a plurality of numerical combinations of the road parameter and the driving speed value, determining a first value of the control parameter corresponding to the numerical combination, with the optimization target being to reduce a total acceleration root mean square value of the vehicle. The total acceleration root mean square value is a root mean square value of a body vertical acceleration root mean square value and a body pitch acceleration root mean square value. The first control data is obtained according to the first value of the control parameter corresponding to each numerical combination.

[0161] At step S5, a second target value of the control parameter corresponding to the road parameter and the driving speed value is determined according to second control data corresponding to the road parameter, the driving speed value and the safety index.

[0162] In the present example, the second control data can represent a control parameter-driving data relationship corresponding to the safety index, which reflects the corresponding relationship between the corresponding sub-parameters and the road parameter and the driving speed in the numerical value under the limitation of the safety index.

[0163] In some examples, the step of obtaining the second control data comprises: for each of a plurality of numerical combinations of the road parameter and the driving speed value, determining a second value of the control parameter corresponding to the numerical combination, with the optimization target being to reduce a total wheel dynamic load root mean square value of the vehicle. The total wheel dynamic load root mean square value is a root mean square value of a front axle wheel dynamic load root mean square value and a rear axle wheel dynamic load root mean square value. The second control data is obtained according to the second value of the control parameter corresponding to each numerical combination.

[0164] At step S6, a target value of the control parameter is determined according to the first target value of the control parameter, the second target value of the control parameter, the first weight and the second weight, and then step S9 is performed.

[0165] Step S7, according to the road parameter, the driving speed value of the vehicle and the second control data corresponding to the safety index, determine the second target value of the control parameter corresponding to the road parameter and the driving speed value. Then, step S8 is executed.

[0166] Step S8, take the second target value as the target value of the control parameter, and then execute step S9.

[0167] Step S9, adjust the damping force of the active suspension based on the target value of the control parameter, to obtain the target damping force corresponding to the target value.

[0168] In some embodiments, as shown in FIG. 6, an active suspension control device 6000 of a vehicle is also provided, which includes a data receiving part 6100 and a control part 6200.

[0169] The data receiving part 6100 is configured to obtain driving environment data of the vehicle, wherein the driving environment data is determined based on transmission data of an external device.

[0170] The control part 6200 is configured to control the active suspension of the vehicle according to the driving environment data.

[0171] In one embodiment, the vehicle and the external device communicate based on a V2X system.

[0172] In one embodiment, the driving environment data includes at least one of motion data of a moving object around the vehicle and road data of a road where the vehicle is located.

[0173] In one embodiment, the active suspension is controlled by a target value of a control parameter of the active suspension determined based on the driving environment data, and the target value of the control parameter is used to adjust the damping force of the active suspension so that the damping force of the active suspension reaches a target damping force corresponding to the target value.

[0174] In one embodiment, the target value is determined based on a sub-parameter value corresponding to at least one control index related to the control parameter and a weight value corresponding to the at least one control index, wherein the sub-parameter value corresponding to the control index is determined based on a current road parameter of a road where the vehicle is located and a current driving speed of the vehicle, and the current road parameter is determined based on the driving environment data.

[0175] In one embodiment, the weight value corresponding to the at least one control index is determined based on a first acceleration value of the vehicle, and the first acceleration value is determined based on the driving environment data and self-vehicle state information of the vehicle.

[0176] In one embodiment, the weight value corresponding to the at least one control index is determined based on a ratio between the first acceleration value and a threshold acceleration value.

[0177] In one embodiment, the threshold acceleration value is a first threshold acceleration value when the first acceleration value is positive, and is a second threshold acceleration value when the first acceleration value is negative.

[0178] In one embodiment, the weight value corresponding to the at least one control index is determined based on a ratio between the first acceleration value and a threshold acceleration value when the vehicle is not in a specific working condition.

[0179] In one embodiment, the specific working condition includes a working condition in which traction control is activated and a working condition in which anti-lock braking is activated.

[0180] In one embodiment, the target value of the control parameter is determined based on a sub-parameter value corresponding to a certain control index when the vehicle is in a specific working condition, the specific working condition is one of a working condition in which traction control is activated and a working condition in which anti-lock braking is activated, and the certain control index is a safety index.

[0181] In one embodiment, the sub-parameter value corresponding to the control index is determined based on the current road parameter, the current driving speed, and a control parameter-driving data relationship corresponding to the control index, the control parameter-driving data relationship reflecting a numerical correspondence between the sub-parameter, the road parameter, and the driving speed under a limit condition of the corresponding control index.

[0182] In one embodiment, the control parameter-driving data relationship corresponding to the control index includes a sub-parameter value of the control parameter corresponding to each of a plurality of numerical combinations, the numerical combination being composed of a road parameter and a driving speed, and the sub-parameter value of the control parameter corresponding to the numerical combination being determined under a driving condition of the numerical combination with an optimization of a representation value of the corresponding control index as a target.

[0183] In one embodiment, the control index includes a comfort index and / or a safety index.

[0184] In a first example, the control index includes a comfort index, and the representation value of the comfort index includes a root mean square value of a total acceleration of the vehicle, the root mean square value of the total acceleration being a root mean square value of a vertical body acceleration and a pitch body acceleration.

[0185] In the second example, the control index includes a safety index, and a representation value of the safety index includes a total wheel dynamic load root mean square value of the vehicle, the total wheel dynamic load root mean square value being a root mean square value of a front axle wheel dynamic load root mean square value and a rear axle wheel dynamic load root mean square value.

[0186] In the third example, the control index includes a comfort index and a safety index, i.e., the control index includes the comfort index in the first example and the safety index in the second example, wherein a representation value of the comfort index includes a total acceleration root mean square value of the vehicle, the total acceleration root mean square value being a root mean square value of a body vertical acceleration root mean square value and a body pitch acceleration root mean square value; and a representation value of the safety index includes a total wheel dynamic load root mean square value of the vehicle, the total wheel dynamic load root mean square value being a root mean square value of a front axle wheel dynamic load root mean square value and a rear axle wheel dynamic load root mean square value.

[0187] In some embodiments, as shown in FIG. 7, there is also provided an active suspension control device 7000 of a vehicle, the device 7000 including a processor connected with a memory, the processor invoking the executable program code stored in the memory to execute the active suspension control method of the vehicle according to the embodiments of the present application.

[0188] In some embodiments, there is also provided an active suspension system 800, as shown in FIG. 8, including an active suspension 810 and an active suspension control device 820.

[0189] The active suspension control device 820 can be the active suspension control device as shown in FIG. 6 or the active suspension control device as shown in FIG. 7.

[0190] In some embodiments, there is also provided a storage medium storing computer instructions, the computer instructions being invoked to execute the active suspension control method of the vehicle according to any of the method embodiments.

[0191] In some embodiments, there is also provided a vehicle 900, as shown in FIG. 9, including the active suspension system 800 as shown in FIG. 8, or, as shown in FIG. 10, including the active suspension control device as shown in FIG. 6 or FIG. 7.

[0192] The present application can be a system, a method, and / or a computer program product. The computer program product can include a computer readable storage medium (or media) having computer readable program instructions thereon for causing a processor to carry out aspects of the present application.

[0193] Computer readable storage media can be tangible storage media which can retain and store instructions for use by an instruction execution device. Computer readable storage media can be, for example, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of computer readable storage media include the following: a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanically encoded device such as punch-cards or punched-tape, a

[0194] Computer readable program instructions described herein can be downloaded to respective computing / processing devices from a computer readable storage medium or to an external computer or external storage device via a network, for example, the Internet, a local area network, a wide area network and / or a wireless network. The network can comprise copper transmission cables, optical transmission fibers, wireless transmission, routers, firewalls, switches, gateway computers and / or edge servers. A network adapter card or network interface in each computing / processing device receives computer readable program instructions from the network and forwards the computer readable program instructions for storage in a computer readable storage medium within the respective computing / processing device.

[0195] Computer readable program instructions for carrying out operations of the present application can be assembler instructions, instruction-set-architecture (ISA) instructions, machine instructions, machine dependent instructions, microcode, firmware instructions, state-setting data, or either source code or object code written in any combination of one or more programming languages, including an object oriented programming language such as Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program instructions can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider). In some embodiments, electronic circuitry including, for example, programmable logic circuitry, field-programmable gate array (FPGA), or programmable logic array (PLA) can execute the computer readable program instructions by utilizing state information of the computer readable program instructions to personalize the electronic circuitry, in order to perform aspects of the present application.

[0196] The computer readable program instructions can also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable apparatus or other device to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide processes for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0197] These computer readable program instructions can be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks. These computer readable program instructions can also be stored in a computer readable storage medium that can include random access memory (RAM), read only memory (ROM), electrically erasable programmable read only memory (EEPROM), flash memory or nonvolatile memory, or a suitable combination of the different types of computer readable storage media. The computer readable program instructions can also be downloaded to a computer, other programmable data processing apparatus, or other device from a computer readable storage medium or to an external computer or external storage device via a data signal that can be transmitted for example via a wired medium or a wireless medium such as the Internet or Wireless Application Protocol (WAP) signaling.

[0198] The computer readable program instructions can also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus or other device to produce a computer implemented process such that the instructions which execute on the computer, other programmable data processing apparatus, or other device implement the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0199] The flow diagrams and the block diagrams in the drawings are meant as possible implementations of a system, method, or computer program product according to the application. In this regard, each block in the flow diagrams and the block diagrams can represent a module, segment, or portion of instructions, which comprises one or more executable instructions for implementing the specified logic functions (s). In some alternative implementations, the functions noted in the blocks can occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently or the blocks can sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and / or flowchart illustrations, and combinations thereof, can be implemented by special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

[0200] Embodiments of the application have been described above. The description is intended to be illustrative, and not to limit the scope of the application. Many modifications and variations will occur to those skilled in the art upon reading this description. The scope of the application is defined by the appended claims. The use of the terms "estimate," "processing" and "determining" are intended to be synonymous, unless an opposite intent is apparent from the context. The use of the terms "comprises," "comprising," "includes," "including," "has," "having," "contains," "containing," or variations thereof, does not imply that a configuration includes, contains or is not limited to only those features recited in the specification, but rather that any feature, structure, or characteristic can be added to the configuration. The features, structures or characteristics can be added to the configuration as desired.

Claims

1. A method for controlling an active suspension of a vehicle, comprising: obtaining driving environment data of the vehicle, wherein the driving environment data is determined based on transmission data of an external device; and controlling the active suspension of the vehicle according to the driving environment data. The vehicle and the external device communicate based on a V2X system. The driving environment data comprises at least one of motion data of a moving object in a surrounding of the vehicle and road data of a road on which the vehicle is located.

2. The active suspension control method according to claim 1, wherein The active suspension is controlled by a target value of a control parameter of the active suspension, which is determined based on the driving environment data, and the target value of the control parameter is used to adjust a damping force of the active suspension so that the damping force of the active suspension reaches a target damping force corresponding to the target value.

3. The method of claim 1, wherein, The target value is determined based on a sub-parameter value corresponding to at least one control index related to the control parameter and a weight value corresponding to the at least one control index, wherein the sub-parameter value corresponding to the control index is determined based on a current road parameter of the road on which the vehicle is located and a current driving speed of the vehicle, and the current road parameter is determined based on the driving environment data.

4. The method of claim 1, wherein, The weight value corresponding to the at least one control index is determined based on a first acceleration value of the vehicle, which is determined based on the driving environment data and self-state information of the vehicle.

5. The method of claim 4, wherein, The weight value corresponding to the at least one control index is determined based on a ratio between the first acceleration value and a threshold acceleration value.

6. The method of claim 5, wherein, In a case where the first acceleration value is positive, the threshold acceleration value is a first threshold acceleration value; and in a case where the first acceleration value is negative, the threshold acceleration value is a second threshold acceleration value.

7. The method of claim 6, wherein, In a case where the vehicle is not in a specific working condition, the weight value corresponding to the at least one control index is determined according to a ratio between the first acceleration value and the threshold acceleration value.

8. The method of claim 7, wherein, The specific working condition comprises a working condition in which traction control is started and a working condition in which anti-lock braking is started.

9. The method of claim 7, wherein, In a case where the vehicle is in a specific working condition, the target value of the control parameter is determined based on a sub-parameter value corresponding to a certain control index; the specific working condition is one of a working condition in which traction control is started and a working condition in which anti-lock braking is started, and the certain control index is a safety index. The sub-parameter value corresponding to the control index can be obtained based on the current road parameter, the current driving speed and a control parameter-driving data relationship corresponding to the control index, and the control parameter-driving data relationship reflects a corresponding relationship between a corresponding sub-parameter and a road parameter and a driving speed in a numerical value under a limitation condition of a corresponding control index.

10. The method of claim 4, wherein, The control parameter-driving data relationship corresponding to the control index comprises a sub-parameter value of a control parameter corresponding to each of a plurality of numerical value combinations, the numerical value combination is composed of a road parameter and a driving speed, and the sub-parameter value of the control parameter corresponding to the numerical value combination is determined under a driving condition of the numerical value combination with an optimization of a representation value of a corresponding control index as a target.

11. The method of any one of claims 5-10, wherein, ​ 12. The method of claim 11, wherein, ​ 13. The method of claim 12, wherein, The control index includes a comfort index and / or a safety index; The representation value of the comfort index includes a total acceleration root mean square value of the vehicle, which is a root mean square value of a body vertical acceleration root mean square value and a body pitch acceleration root mean square value; The representation value of the safety index includes a total wheel dynamic load root mean square value of the vehicle, which is a root mean square value of a front axle wheel dynamic load root mean square value and a rear axle wheel dynamic load root mean square value.

14. An active suspension control device of a vehicle, comprising: a data receiving part configured to obtain driving environment data of the vehicle, wherein the driving environment data is determined based on transmission data of an external device; and a control part configured to control the active suspension of the vehicle according to the driving environment data.

15. An active suspension control device of a vehicle, comprising a processor connected with a memory; the processor invokes executable program codes stored in the memory to execute the active suspension control method of the vehicle according to any one of claims 1 to 13.

16. An active suspension system, comprising the device of claim 14 or 15, and further comprising an active suspension.

17. A storage medium storing computer instructions, which are invoked to execute the active suspension control method of the vehicle according to any one of claims 1 to 13.

18. A vehicle characterized by comprising: The device of claim 14 or 15, or the active suspension system of claim 16.

Images