Method for controlling suspension system of vehicle, vehicle and storage medium

Abstract

Disclosed in the present application are a method for controlling a suspension system of a vehicle, a vehicle and a storage medium. The method for controlling a suspension system of a vehicle comprises: acquiring a traveling operating condition of a vehicle (S100); when there are a plurality of traveling operating conditions, acquiring preset priorities corresponding to the plurality of traveling operating conditions (S200); comparing the preset priorities corresponding to the plurality of traveling operating conditions, and acquiring a target current corresponding to a traveling operating condition which has the highest priority among the plurality of preset priorities (S300); and on the basis of the target current, controlling and adjusting the damping of a shock absorber of the vehicle, so as to suppress a pitch motion of the vehicle (S400).

Description

A vehicle suspension system control method, a vehicle, and a storage medium.

[0001] Cross-references to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202410913188.2, filed on July 9, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to suspension devices, and more particularly to a vehicle suspension system control method, a vehicle, and a storage medium. Background Technology

[0004] When a vehicle encounters road damage, bumps, or depressions, or experiences rapid acceleration or emergency braking, it is prone to pitching motion. When the longitudinal acceleration exceeds a certain threshold during emergency acceleration and braking, the anti-lock braking system (ABS) or traction control system may activate under extreme conditions, resulting in greater pitching motion than normal acceleration and braking. However, current semi-active suspension control strategies generally only suppress pitching motion during steady-state driving based on roof control principles. They fail to address or adjust for various conditions such as emergency acceleration, braking, and activation of the ABS or traction control system, leading to potential conflicts. Therefore, current vehicle suspension control is incomplete and cannot guarantee comfort and safety during pitching motion under different driving conditions. Summary of the Invention

[0005] The purpose of this application is to provide a vehicle suspension system control method, a vehicle, and a storage medium, so as to at least partially solve one or more technical problems existing in the above-mentioned technologies, and at least provide a beneficial option or create conditions.

[0006] A vehicle suspension system control method according to a first aspect of this application includes:

[0007] Obtain the driving conditions of the vehicle;

[0008] When there are multiple driving conditions, obtain the preset priority corresponding to the multiple driving conditions;

[0009] The preset priorities corresponding to multiple driving conditions are compared to obtain the target current corresponding to the driving condition with the highest priority among the multiple preset priorities;

[0010] The damper damping of the vehicle is adjusted according to the target current to suppress the vehicle's pitching motion.

[0011] This technical solution has at least the following beneficial effects: First, it acquires the vehicle's current operating conditions, such as whether the anti-lock braking system or traction control system is activated, and whether the vehicle is undergoing emergency acceleration or braking. Each operating condition has a corresponding target current for controlling the damping of the vehicle's shock absorbers. Considering that multiple operating conditions often occur simultaneously during actual vehicle operation, priorities are pre-set for multiple different operating conditions. Among the multiple operating conditions the vehicle is in during actual driving, the priorities of the multiple operating conditions are compared, and the target current corresponding to the operating condition with the highest preset priority is controlled and output. Based on this target current, the damping of the vehicle's shock absorbers is adjusted to suppress the vehicle's pitch motion. By setting control priorities for multiple different operating conditions, the suspension system is adjusted with emphasis on higher priority operating conditions. This allows the suspension system to adjust the vehicle's pitch motion in various different operating conditions, effectively solving the problem of a single operating condition for adjusting vehicle pitch motion, and greatly improving the safety and comfort of the suspension system in adjusting to different operating conditions.

[0012] According to some embodiments of this application, the driving conditions include the activation state of the anti-lock braking system or traction control system, the rate of change of brake master cylinder pressure, the rate of change of accelerator pedal opening, and the activation state of the roof control. Obtaining the driving conditions of the vehicle includes obtaining at least one of the activation state of the anti-lock braking system or traction control system, the rate of change of brake master cylinder pressure, the rate of change of accelerator pedal opening, or the activation state of the roof control.

[0013] According to some embodiments of this application, comparing the preset priorities corresponding to multiple driving conditions includes:

[0014] The preset priority of the activation state of the anti-lock braking system or traction control system is higher than the preset priority of the brake master cylinder pressure change rate.

[0015] The preset priority of the active braking pressure change rate is equal to the preset priority of the accelerator pedal opening change rate.

[0016] The preset priority of the accelerator pedal opening change rate is higher than the preset priority of the ceiling control activation state.

[0017] According to some embodiments of this application, obtaining the driving conditions of the vehicle includes:

[0018] The system detects whether the anti-lock braking system or the traction control system is activated. When either the anti-lock braking system or the traction control system is activated, it is determined that the anti-lock braking system or the traction control system is activated.

[0019] According to some embodiments of this application, obtaining the driving conditions of the vehicle includes:

[0020] Obtain the first threshold value for the change in brake master cylinder pressure preset by the vehicle;

[0021] Determine whether the rate of change of the brake master cylinder pressure is greater than a first threshold for the change of the brake master cylinder pressure. If the rate of change of the brake master cylinder pressure is greater than the first threshold for the change of the brake master cylinder pressure, it is determined that the rate of change of the brake master cylinder pressure has been obtained.

[0022] According to some embodiments of this application, obtaining the driving conditions of the vehicle includes:

[0023] Obtain the preset threshold value for accelerator pedal opening change of the vehicle;

[0024] Determine whether the rate of change of the accelerator pedal opening is greater than the threshold value of the accelerator pedal opening. If the rate of change of the accelerator pedal opening is greater than the threshold value of the accelerator pedal opening, it is determined that the rate of change of the accelerator pedal opening is obtained.

[0025] According to some embodiments of this application, obtaining the driving conditions of the vehicle includes:

[0026] Detect whether the ceiling control is activated. When the ceiling control is activated, determine that the ceiling control is activated.

[0027] According to some embodiments of this application, obtaining the target current corresponding to the driving condition with the highest priority among the plurality of preset priorities includes:

[0028] When the driving condition with the highest preset priority is the rate of change of brake master cylinder pressure, the pitch angular velocity and longitudinal acceleration of the vehicle are obtained.

[0029] The target current is adjusted based on the brake master cylinder pressure change rate, the pitch angular velocity, and the longitudinal acceleration, and the adjusted target current is output.

[0030] According to some embodiments of this application, adjusting the target current based on the brake master cylinder pressure change rate, the pitch angular velocity, and the longitudinal acceleration includes:

[0031] The target current is adjusted according to the rate of change of the brake master cylinder pressure, the adjusted target current is recorded as the first initial current, and the first initial current is output.

[0032] Obtain the second threshold value for the change in the brake master cylinder pressure preset by the vehicle;

[0033] When the rate of change of the brake master cylinder pressure is less than the second threshold of the brake master cylinder pressure change, the first initial current is adjusted according to the pitch angular velocity and the longitudinal acceleration. The adjusted first initial current is recorded as the first later current, and the first later current is output. The adjustment of the vehicle's damper damping according to the target current is the adjustment of the vehicle's damper damping according to the first later current.

[0034] According to some embodiments of this application, obtaining the target current corresponding to the driving condition with the highest priority among the plurality of preset priorities includes:

[0035] When the driving condition with the highest preset priority is the rate of change of accelerator pedal opening, the pitch angular velocity and longitudinal acceleration of the vehicle are obtained.

[0036] The target current is adjusted based on the accelerator pedal opening change rate, the pitch angular velocity, and the longitudinal acceleration, and the adjusted target current is output.

[0037] According to some embodiments of this application, adjusting the target current based on the accelerator pedal opening rate of change, the pitch angular velocity, and the longitudinal acceleration includes:

[0038] The target current is adjusted according to the rate of change of the accelerator pedal opening, the adjusted target current is recorded as the second initial current, and the second initial current is output.

[0039] Obtain the second threshold value for the change in accelerator pedal opening preset by the vehicle;

[0040] When the rate of change of the accelerator pedal opening is less than the second threshold of the accelerator pedal opening change, the second initial current is adjusted according to the pitch angular velocity and the longitudinal acceleration. The adjusted second initial current is recorded as the second later current and output. The adjustment of the vehicle's shock absorber damping according to the target current is the adjustment of the vehicle's shock absorber damping according to the second later current.

[0041] According to some embodiments of this application, obtaining the target current corresponding to the driving condition with the highest priority among the plurality of preset priorities includes:

[0042] When the driving condition with the highest preset priority is the activation state of the anti-lock braking system or the traction control system, the longitudinal acceleration of the vehicle is obtained.

[0043] The target current is adjusted according to the longitudinal acceleration of the vehicle, and the adjusted target current is output.

[0044] According to some embodiments of this application, obtaining the target current corresponding to the driving condition with the highest priority among the plurality of preset priorities includes:

[0045] When the driving condition with the highest preset priority is the activated state of the roof control, the required damping force and damper speed of the vehicle's shock absorbers are obtained.

[0046] The target current is adjusted according to the required damping force and the speed of the vibration damper, and the adjusted target current is output.

[0047] A vehicle according to a second aspect of this application includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the vehicle suspension system control method described above.

[0048] This technical solution has at least the following beneficial effects: When the vehicle is in motion, the above-mentioned vehicle suspension system control method suppresses the vehicle's pitch movement under different driving conditions. It can adjust the vehicle's pitch movement in a variety of different driving conditions, effectively solving the problem of the single driving condition for adjusting the vehicle's pitch movement, and greatly improving the vehicle's smoothness, safety and comfort when driving under different driving conditions.

[0049] According to a third aspect of this application, a computer-readable storage medium stores computer-executable instructions for causing a computer to perform the above-described vehicle suspension system control method.

[0050] The technical solution has at least the following beneficial effects: the above-mentioned vehicle suspension system control method can be implemented as a computer program and tangibly contained in a computer-readable storage medium. When the processor uses this computer-readable storage medium to control the vehicle's suspension system, by setting control priorities for multiple different driving conditions, the suspension system is adjusted with emphasis on driving conditions with higher priority. This enables the suspension system to adjust the vehicle's pitch motion in a variety of different driving conditions, effectively solving the problem of a single driving condition for adjusting the vehicle's pitch motion, and greatly improving the safety and comfort of the suspension system in adjusting to different driving conditions.

[0051] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0052] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly explained below. Obviously, the described drawings are only a part of the embodiments of this application, and not all of them. Those skilled in the art can obtain other design schemes and drawings based on these drawings without creative effort.

[0053] Figure 1 is a general flowchart of the vehicle suspension system control method of this application.

[0054] Figure 2 is a flowchart of the method for obtaining the vehicle's driving conditions in the vehicle suspension system of this application.

[0055] Figure 3 is a flowchart of the target current in the vehicle suspension system method of this application, which corresponds to the driving condition with the highest preset priority. Embodiments of the present invention

[0056] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0057] In the description of this application, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0058] In the description of this application, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0059] In the description of this application, unless otherwise expressly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0060] Referring to Figure 1, a vehicle suspension system control method according to a first aspect embodiment includes, but is not limited to, the following steps:

[0061] Step S100: Obtain the vehicle's driving conditions. There are various driving conditions that affect the vehicle's pitch movement, and different driving conditions require different control strategies. Therefore, it is necessary to first obtain the current driving conditions of the vehicle in order to better control the vehicle's pitch movement.

[0062] Step S200: When there are multiple driving conditions, obtain the preset priorities corresponding to the multiple driving conditions. Different priorities are pre-configured for different driving conditions in the vehicle.

[0063] Step S300: Compare the preset priorities corresponding to multiple driving conditions to obtain the target current corresponding to the driving condition with the highest priority among the preset priorities. After obtaining multiple driving conditions of the current vehicle, compare the priorities corresponding to the multiple driving conditions, select the driving condition with the highest priority, and output the target current corresponding to the driving condition. This can effectively solve the problem of mutual interference between the control strategies configured for multiple driving conditions.

[0064] Step S400: Adjust the vehicle's shock absorber damping according to the target current control to suppress the vehicle's pitch motion. The target current corresponding to the highest priority driving condition is used to adjust the vehicle's shock absorber damping to suppress pitch motion, ensuring the vehicle maintains sufficient stability, safety, and comfort.

[0065] As described above, the vehicle's current operating conditions are first obtained, such as whether the anti-lock braking system (ABS) or traction control system is activated, and whether the vehicle is undergoing emergency acceleration or braking. Each operating condition has a corresponding target current for controlling the damping of the vehicle's shock absorbers. Considering that multiple operating conditions often occur simultaneously during actual vehicle operation, priorities are pre-set for multiple different operating conditions. Among the multiple operating conditions the vehicle is in during actual driving, the priorities of the various operating conditions are compared, and the target current corresponding to the operating condition with the highest preset priority is controlled and output. Based on this target current, the damping of the vehicle's shock absorbers is adjusted to suppress the vehicle's pitch motion. By setting control priorities for multiple different operating conditions, the suspension system is adjusted with emphasis on higher priority operating conditions. This allows the suspension system to adjust the vehicle's pitch motion in various different operating conditions, effectively solving the problem of a single operating condition for adjusting vehicle pitch motion and greatly improving the safety and comfort of the suspension system in adjusting to different operating conditions.

[0066] Vehicles experience various driving conditions. In this embodiment, driving conditions include the activation status of the anti-lock braking system (ABS) or traction control system, the rate of change of brake master cylinder pressure, the rate of change of accelerator pedal opening, and the activation status of the roof control. Obtaining the vehicle's driving conditions includes acquiring at least one of the following: the activation status of the ABS or traction control system, the rate of change of brake master cylinder pressure, the rate of change of accelerator pedal opening, or the activation status of the roof control. During vehicle operation, when traveling at a constant speed or with low acceleration / deceleration on ordinary roads, the pitch rate is generally low. In this case, no additional control of vehicle pitch is required, as the basic damping force of the shock absorbers is sufficient to effectively control excessive pitch movement. When the vehicle is traveling on uneven concrete roads, dilapidated roads, or test track surfaces, there will be more noticeable pitch movement when passing potholes, bumps, or bridges. The roof control function is needed to control these pitch movements, reduce vehicle pitch, maintain vehicle stability, and improve driving comfort. Therefore, the activation status of the roof control needs to be considered as a driving condition. When the vehicle is undergoing emergency acceleration or emergency braking, the vehicle pitch... When the vehicle is in motion, the damping of the shock absorbers needs to be increased rapidly to better suppress the pitching motion of the vehicle body in order to improve vehicle stability and passenger comfort. At this time, the control lag through the roof is quite obvious and cannot continuously maintain the stability of the shock absorber damping. Therefore, additional control functions are needed to control this condition. The rate of change of brake master cylinder pressure and the rate of change of accelerator pedal opening are taken into account as the driving conditions. When the vehicle's anti-lock braking system and traction control system are activated, the vehicle generally needs a large damping force to maintain the stability of the vehicle body. Therefore, additional control functions are also needed to control this condition. The activation state of the anti-lock braking system or traction control system is taken into account as the driving condition.

[0067] When only one driving condition is acquired, the target current corresponding to that driving condition is directly controlled and output. At this time, the damping of the vehicle's shock absorbers can be directly adjusted based on the output target current. Since acceleration and braking actions are generally only selected during actual driving, for the four driving conditions mentioned above, the brake master cylinder pressure change rate and the accelerator pedal opening change rate can only have one of them at most. Therefore, the vehicle can only have a maximum of three different driving conditions during driving.

[0068] The activation of the anti-lock braking system (ABS) or traction control system is primarily for driving safety. At this time, the vehicle's braking force demand is relatively high. To ensure safe braking, the focus should be on ensuring the output of the target current. For roof control, it is mainly designed to improve comfort when the vehicle travels on uneven roads. Therefore, comparing the roof control activation state with the brake master cylinder pressure change rate and accelerator pedal opening change rate, the brake master cylinder pressure change rate and accelerator pedal opening change rate prioritize vehicle safety and should be given higher priority. Considering that braking or acceleration usually occurs only once during normal vehicle operation, the priority of the brake master cylinder pressure change rate is the same as that of the accelerator pedal opening change rate. In summary, in step S300, the sorting of the four driving conditions, in this embodiment, involves comparing the preset priorities corresponding to multiple driving conditions, including:

[0069] The preset priority of the activation state of the anti-lock braking system or traction control system is higher than the preset priority of the brake master cylinder pressure change rate.

[0070] The preset priority of the rate of change of active braking pressure is equal to the preset priority of the rate of change of accelerator pedal opening.

[0071] The preset priority of the accelerator pedal opening change rate is higher than the preset priority of the awning control activation state.

[0072] In this sequence of driving conditions, the primary focus is on outputting the target current for driving conditions that prioritize improving driving safety, ensuring that the vehicle has relatively stiff shock absorber damping to meet driving safety requirements in emergency situations. Then, the damping of the vehicle's shock absorbers is softened to ensure better vehicle comfort.

[0073] When the vehicle's anti-lock braking system (ABS) or traction control system is activated, the vehicle's pitching motion is severe. This driving condition needs to be prioritized when outputting the target current to control the shock absorber damping. Therefore, when the ABS or traction control system is not activated, it is not necessary to acquire the target current of this adjustment strategy to avoid overriding the target current configured for other driving conditions, as shown in Figure 2. Therefore, in step S100, as an example of acquiring the vehicle's driving condition, the activation state of the ABS or traction control system is acquired, including but not limited to the following steps:

[0074] Step S111: Detect whether the anti-lock braking system (ABS) or traction control system is activated. If either the ABS or traction control system is activated, proceed to step S112 to determine if the ABS or traction control system is activated. When the ABS or traction control system is activated, the vehicle requires maximum damping force to suppress its pitch motion and maintain vehicle stability. The ABS or traction control system has the highest priority and, when activated, outputs a target current that controls and adjusts the damping of the vehicle's shock absorbers. This target current overrides the target currents output for other driving conditions, ensuring priority response to that driving condition.

[0075] During emergency braking, vehicle pitching is typically quite pronounced. To improve vehicle stability and passenger comfort, it's necessary to rapidly increase shock absorber damping to better suppress pitching. However, control via the roof lining exhibits significant lag and cannot consistently maintain stable shock absorber damping. Therefore, additional control functions are required to manage this driving condition. As a second example of obtaining vehicle driving conditions, the rate of change of brake master cylinder pressure is acquired, including:

[0076] Step S121: Obtain the vehicle's preset first threshold for brake master cylinder pressure change. Each vehicle model is equipped with a threshold that responds to brake master cylinder pressure, namely the first threshold for brake master cylinder pressure change.

[0077] Step S122: Determine whether the brake master cylinder pressure change rate is greater than the first threshold for brake master cylinder pressure change. If the brake master cylinder pressure change rate is greater than the first threshold, proceed to step S123, where it is determined that the brake master cylinder pressure change rate needs to be acquired. When the brake master cylinder pressure change rate is less than the first threshold, the vehicle braking is relatively slow, and the vehicle body tilting motion is small. No additional control of the vehicle's tilting motion is required, and the brake master cylinder pressure change does not need to be considered as one of the driving conditions. However, when the brake master cylinder pressure change rate is large, exceeding the first threshold, it is determined that the vehicle braking is more urgent, and additional control of the vehicle's tilting motion is required. Therefore, the brake master cylinder pressure change rate needs to be acquired and considered as one of the driving conditions.

[0078] During emergency acceleration, the vehicle's pitch motion is generally quite pronounced. To improve vehicle stability and passenger comfort, the shock absorber damping needs to be rapidly increased to better suppress vehicle roll. Since only one of these situations typically occurs during emergency acceleration and emergency braking, these two driving conditions can be set to the same priority. As an example of obtaining vehicle driving conditions (Example 3), the rate of change of accelerator pedal opening is obtained, including:

[0079] Step 131: Obtain the vehicle's preset accelerator pedal opening change threshold. Each vehicle model is equipped with a threshold that responds to changes in accelerator pedal opening, i.e., the accelerator pedal opening change threshold.

[0080] Step 132: Determine if the accelerator pedal opening change rate is greater than the accelerator pedal opening change threshold. If the accelerator pedal opening change rate is greater than the threshold, proceed to step 133, which determines that the accelerator pedal opening change rate needs to be acquired. When the accelerator pedal opening change rate is less than the threshold, the vehicle acceleration is relatively slow, and the vehicle's tilt motion is small. No additional control over the vehicle's tilt motion is required, and the accelerator pedal opening change does not need to be considered as one of the driving conditions. However, when the accelerator pedal opening change rate is large, exceeding the threshold, it indicates that braking is more urgent, requiring additional control over the vehicle's tilt motion. Therefore, the accelerator pedal opening change rate needs to be acquired and considered as one of the driving conditions.

[0081] When driving at a constant speed or with low acceleration / deceleration on ordinary roads, the vehicle's pitch rate is generally low. In this case, no additional control of the vehicle's pitch motion is needed, as the basic damping force of the shock absorbers is sufficient to effectively control excessive pitch motion. However, when driving on uneven concrete roads, dilapidated roads, or test track surfaces, there will be more noticeable pitch motion when passing over potholes, bumps, or bridges. In these situations, the roof pitch control function is needed to control these pitch movements, reduce vehicle pitch, maintain vehicle stability, and improve driving comfort. As an example of obtaining vehicle driving conditions, the fourth embodiment obtains the roof control activation state, including:

[0082] Step S141: Detect whether the canopy control is activated. If the canopy control is activated, proceed to step S142, determining that the canopy control is activated. When the vehicle is traveling on a normal road surface with uniform or low acceleration and deceleration, the canopy control is not activated because no additional control of the vehicle's pitch movement is required. Therefore, the canopy control does not need to be considered as a travel condition. However, when the vehicle is traveling on an uneven road surface, it will produce more obvious pitch movement. In this case, the canopy control needs to be activated and considered as one of the driving conditions to suppress the vehicle's pitch movement.

[0083] Different driving conditions require consideration of different factors when controlling the target current of the output, as shown in Figure 3. In step S300, as in Example 1, the target current corresponding to the highest priority driving condition among multiple preset priority levels is obtained, including:

[0084] When the highest-priority driving condition is the brake master cylinder pressure change rate, proceed to step S311 to acquire the vehicle's pitch rate and longitudinal acceleration. Four height sensors are installed on the vehicle to acquire the vehicle's pitch rate. The two connection points of the height sensors are located at the control arm and the sub-vehicle height, respectively, to measure height displacement. Four body acceleration sensors or the IMU chip built into the controller are used to acquire the vehicle's longitudinal acceleration.

[0085] Step S312: Adjust the target current based on the brake master cylinder pressure change rate, pitch angular velocity, and longitudinal acceleration, and output the adjusted target current. The brake master cylinder pressure change rate, pitch angular velocity, and longitudinal acceleration are all positively correlated with the target current. The larger the values ​​of the brake master cylinder pressure change rate, pitch angular velocity, and longitudinal acceleration, the larger the controlled output target current, thereby further suppressing the vehicle's pitch motion.

[0086] In step S312, during emergency braking of the vehicle, the rate of change of the brake master cylinder pressure reaches the activation threshold. However, due to the lag in the vehicle's pitch velocity and longitudinal acceleration, the target current is output in segments. Specifically, the target current is adjusted according to the rate of change of the brake master cylinder pressure, the pitch velocity, and the longitudinal acceleration, including:

[0087] Step S3121: Adjust the target current according to the brake master cylinder pressure change rate, record the adjusted target current as the first initial current, and output the first initial current. In the initial stage, the control is mainly based on adjusting the current according to the brake master cylinder pressure change rate. At this time, the damping of the vehicle's shock absorber is adjusted by controlling the first initial current to achieve initial control of the vehicle's pitch motion.

[0088] Step S3122: Obtain the second threshold value for the change in the brake master cylinder pressure preset by the vehicle;

[0089] In step S3123, when the rate of change of brake master cylinder pressure is less than the rate of change of brake master cylinder pressure, the first initial current is adjusted according to the pitch angle velocity and longitudinal acceleration. The adjusted first initial current is recorded as the first subsequent current, and the first subsequent current is output. The damping of the vehicle's shock absorber is adjusted according to the target current. After the rate of change of brake master cylinder pressure decreases, the current is mainly set and controlled by the pitch angle velocity and longitudinal acceleration. At this time, the output first subsequent current is also the target computer used to control and adjust the damping of the shock absorber. The duration varies depending on the vehicle characteristics. The basic principle is that the first subsequent current will gradually decrease, thereby effectively suppressing the vehicle's pitch motion without making the vehicle too stiff and causing an uncomfortable feeling.

[0090] Different driving conditions require consideration of different factors when controlling the target current of the output. In step S300, as in Example 2, the target current corresponding to the highest priority driving condition among multiple preset priority levels is obtained, including:

[0091] When the highest-priority driving condition is the rate of change of accelerator pedal opening, proceed to step S321 to acquire the vehicle's pitch rate and longitudinal acceleration. The pitch rate and longitudinal acceleration are acquired using four altitude sensors and four vehicle acceleration sensors, or via an IMU chip integrated into the controller.

[0092] Step S322: Adjust the target current based on the accelerator pedal opening change rate, pitch velocity, and longitudinal acceleration, and output the adjusted target current. The accelerator pedal opening change rate, pitch velocity, and longitudinal acceleration are all positively correlated with the target current. The larger the values ​​of the accelerator pedal opening change rate, pitch velocity, and longitudinal acceleration, the larger the controlled output target current, thereby further suppressing the vehicle's pitch motion.

[0093] In step S322, during emergency acceleration of the vehicle, the rate of change of the accelerator pedal opening reaches the activation threshold. However, due to the lag in the vehicle's pitch rate and longitudinal acceleration, the target current is output in segments. Specifically, the target current is adjusted according to the rate of change of the accelerator pedal opening, pitch rate, and longitudinal acceleration, including:

[0094] Step S3221: Adjust the target current according to the rate of change of the accelerator pedal opening, record the adjusted target current as the second initial current, and output the second initial current; in the initial stage, the control is mainly based on the current adjustment of the rate of change of the accelerator pedal opening. At this time, the damping of the vehicle's shock absorber is controlled and adjusted by the first initial current to achieve the initial control of the vehicle's pitch motion.

[0095] Step S3222: Obtain the second threshold value for the change in accelerator pedal opening preset by the vehicle;

[0096] In step S3223, when the rate of change of accelerator pedal opening is less than the second threshold of accelerator pedal opening change, the second initial current is adjusted according to the pitch angular velocity and longitudinal acceleration. The adjusted second initial current is recorded as the second later current, and the second later current is output. The damping of the vehicle's shock absorber is adjusted according to the target current. After the rate of change of accelerator pedal opening decreases, the current is mainly set and controlled by the pitch angular velocity and longitudinal acceleration. At this time, the output second later current is also the target computer used to control and adjust the damping of the shock absorber. The duration varies depending on the vehicle characteristics. The basic principle is that the second later current will gradually decrease, thereby effectively suppressing the vehicle's pitch motion without making the vehicle too stiff and causing an uncomfortable feeling.

[0097] Different driving conditions require consideration of different factors when controlling the target current of the output. In step S300, as in Example 3, the target current corresponding to the highest priority driving condition among multiple preset priority levels is obtained, including:

[0098] When the highest-priority driving condition is when the anti-lock braking system or traction control system is activated, proceed to step S331 to acquire the vehicle's longitudinal acceleration. The vehicle's longitudinal acceleration is acquired by four height sensors and four body acceleration sensors, or by an IMU chip built into the controller.

[0099] Step S332: Adjust the target current according to the vehicle's longitudinal acceleration and output the adjusted target current. Generally, the higher the vehicle's longitudinal acceleration, the larger the target current needs to be adjusted to ensure the vehicle maintains sufficient stability under these conditions.

[0100] Different driving conditions require consideration of different factors when controlling the target current of the output. In step S300, as in Example 4, the target current corresponding to the highest priority driving condition among multiple preset priority levels is obtained, including:

[0101] When the highest-priority driving condition is the active state of the roof control, step S341 is entered to obtain the required damping force and speed of the vehicle's shock absorbers. The principle of roof control is based on applying a damping force opposite to the direction of the vehicle's pitch motion to suppress it. Since the damping force of the shock absorbers is along the direction of the shock absorbers, essentially perpendicular to the road surface, if the vehicle is in a positive pitch motion ("nodding"), an opposite damping force is needed to suppress it. The front shock absorbers are in a compressed state, and the rear shock absorbers are in a restoring state. If the vehicle is in a negative pitch motion ("crouching"), an opposite damping force is needed to suppress it. The front shock absorbers are in a restoring state, and the rear shock absorbers are in a compressed state. Thus, the required damping force of the shock absorbers can be obtained. The shock absorber speed can be calculated by differentiating the height displacement measured by the height sensor.

[0102] Step S342: Adjust the target current according to the required damping force and speed of the vibration damper, and output the adjusted target current. Calculate the damping force request of the front and rear axles based on the front-rear distribution coefficient and the distance from the center of mass to the front and rear axles. Then, distribute the damping force of the front and rear axles to the four vibration dampers according to the lateral distribution coefficient. Using the pre-set damping force MAP, look up the table to obtain the target current of each vibration damper at the current vibration damper speed.

[0103] By outputting the target current according to different driving conditions, it can take into account different driving conditions and control them without conflicting control strategies, which greatly improves the smoothness, safety and comfort of the vehicle when driving under different conditions.

[0104] A vehicle according to a second aspect of this application includes a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the vehicle suspension system control method described above. The vehicle includes any of the vehicle suspension system control methods described above. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline-powered vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0105] In this vehicle, the aforementioned vehicle suspension system control method suppresses the vehicle's pitch movement under different driving conditions during operation. This allows for adjustment of the vehicle's pitch movement in a variety of driving conditions, effectively solving the problem of limited driving conditions for adjusting the vehicle's pitch movement. This significantly improves the vehicle's smoothness, safety, and comfort under different driving conditions.

[0106] According to a third aspect of this application, a computer-readable storage medium stores computer-executable instructions for causing a computer to perform the aforementioned vehicle suspension system control method. The computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. The computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, the computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0107] The aforementioned vehicle suspension system control method can be implemented as a computer program and tangibly contained in a computer-readable storage medium. When the processor uses this computer-readable storage medium to control the vehicle's suspension system, it sets control priorities for multiple different driving conditions, focusing on adjusting the suspension system for driving conditions with higher priority. This enables the suspension system to adjust the vehicle's pitch motion in various driving conditions, effectively solving the problem of a single driving condition for adjusting the vehicle's pitch motion, and greatly improving the safety and comfort of the suspension system in adjusting to different driving conditions.

[0108] The preferred embodiments of this application have been described in detail above, but the invention of this application is not limited to the embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of this application, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A method for controlling a vehicle suspension system, comprising: Obtain the driving conditions of the vehicle; When there are multiple driving conditions, obtain the preset priority corresponding to the multiple driving conditions; The preset priorities corresponding to multiple driving conditions are compared to obtain the target current corresponding to the driving condition with the highest priority among the multiple preset priorities; The damper damping of the vehicle is adjusted according to the target current to suppress the vehicle's pitching motion.

2. The vehicle suspension system control method according to claim 1, wherein, The driving conditions include the activation status of the anti-lock braking system or traction control system, the rate of change of brake master cylinder pressure, the rate of change of accelerator pedal opening, and the activation status of the roof control. Obtaining the driving conditions of the vehicle includes obtaining at least one of the activation status of the anti-lock braking system or traction control system, the rate of change of brake master cylinder pressure, the rate of change of accelerator pedal opening, or the activation status of the roof control.

3. The vehicle suspension system control method according to claim 2, wherein, The step of comparing the preset priorities corresponding to multiple driving conditions includes: The preset priority of the activation state of the anti-lock braking system or traction control system is higher than the preset priority of the brake master cylinder pressure change rate. The preset priority of the active braking pressure change rate is equal to the preset priority of the accelerator pedal opening change rate. The preset priority of the accelerator pedal opening change rate is higher than the preset priority of the ceiling control activation state.

4. The vehicle suspension system control method according to claim 2, wherein, The acquisition of the vehicle's driving conditions includes: The system detects whether the anti-lock braking system or the traction control system is activated. When either the anti-lock braking system or the traction control system is activated, it is determined that the anti-lock braking system or the traction control system is activated.

5. A vehicle suspension system control method according to claim 2, wherein, The acquisition of the vehicle's driving conditions includes: Obtain the first threshold value for the change in brake master cylinder pressure preset by the vehicle; Determine whether the rate of change of the brake master cylinder pressure is greater than a first threshold for the change of the brake master cylinder pressure. If the rate of change of the brake master cylinder pressure is greater than the first threshold for the change of the brake master cylinder pressure, it is determined that the rate of change of the brake master cylinder pressure has been obtained.

6. A vehicle suspension system control method according to claim 2, wherein, The acquisition of the vehicle's driving conditions includes: Obtain the preset threshold value for accelerator pedal opening change of the vehicle; Determine whether the rate of change of the accelerator pedal opening is greater than the threshold value of the accelerator pedal opening. If the rate of change of the accelerator pedal opening is greater than the threshold value of the accelerator pedal opening, it is determined that the rate of change of the accelerator pedal opening is obtained.

7. A vehicle suspension system control method according to claim 2, wherein, The acquisition of the vehicle's driving conditions includes: Detect whether the ceiling control is activated. When the ceiling control is activated, determine that the ceiling control is activated.

8. A vehicle suspension system control method according to claim 2, wherein, The step of obtaining the target current corresponding to the driving condition with the highest priority among multiple preset priorities includes: When the driving condition with the highest preset priority is the rate of change of brake master cylinder pressure, the pitch angular velocity and longitudinal acceleration of the vehicle are obtained. The target current is adjusted based on the brake master cylinder pressure change rate, the pitch angular velocity, and the longitudinal acceleration, and the adjusted target current is output.

9. A vehicle suspension system control method according to claim 8, wherein, The step of adjusting the target current based on the brake master cylinder pressure change rate, the pitch angular velocity, and the longitudinal acceleration includes: The target current is adjusted according to the rate of change of the brake master cylinder pressure, the adjusted target current is recorded as the first initial current, and the first initial current is output. Obtain the second threshold value for the change in the brake master cylinder pressure preset by the vehicle; When the rate of change of the brake master cylinder pressure is less than the second threshold of the brake master cylinder pressure change, the first initial current is adjusted according to the pitch angular velocity and the longitudinal acceleration. The adjusted first initial current is recorded as the first later current, and the first later current is output. The adjustment of the vehicle's damper damping according to the target current is the adjustment of the vehicle's damper damping according to the first later current.

10. A vehicle suspension system control method according to claim 2, wherein, The step of obtaining the target current corresponding to the driving condition with the highest priority among multiple preset priorities includes: When the driving condition with the highest preset priority is the rate of change of accelerator pedal opening, the pitch angular velocity and longitudinal acceleration of the vehicle are obtained. The target current is adjusted based on the accelerator pedal opening change rate, the pitch angular velocity, and the longitudinal acceleration, and the adjusted target current is output.

11. A vehicle suspension system control method according to claim 10, wherein, The step of adjusting the target current based on the accelerator pedal opening rate of change, the pitch angular velocity, and the longitudinal acceleration includes: The target current is adjusted according to the rate of change of the accelerator pedal opening, the adjusted target current is recorded as the second initial current, and the second initial current is output. Obtain the second threshold value for the change in accelerator pedal opening preset by the vehicle; When the rate of change of the accelerator pedal opening is less than the second threshold of the accelerator pedal opening change, the second initial current is adjusted according to the pitch angular velocity and the longitudinal acceleration. The adjusted second initial current is recorded as the second later current and output. The adjustment of the vehicle's shock absorber damping according to the target current is the adjustment of the vehicle's shock absorber damping according to the second later current.

12. A vehicle suspension system control method according to claim 2, wherein, The step of obtaining the target current corresponding to the driving condition with the highest priority among multiple preset priorities includes: When the driving condition with the highest preset priority is the activation state of the anti-lock braking system or the traction control system, the longitudinal acceleration of the vehicle is obtained. The target current is adjusted according to the longitudinal acceleration of the vehicle, and the adjusted target current is output.

13. A vehicle suspension system control method according to claim 2, wherein, The step of obtaining the target current corresponding to the driving condition with the highest priority among multiple preset priorities includes: When the driving condition with the highest preset priority is the activated state of the roof control, the required damping force and damper speed of the vehicle's shock absorbers are obtained. The target current is adjusted according to the required damping force and the speed of the vibration damper, and the adjusted target current is output.

14. A vehicle, comprising a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the vehicle suspension system control method as claimed in any one of claims 1 to 9.

15. A computer-readable storage medium storing computer-executable instructions for causing a computer to perform the vehicle suspension system control method as described in any one of claims 1 to 9.

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