Suspension control method, vehicle controller, vehicle and storage medium

Abstract

A suspension control method and a vehicle. A second target height determined on the basis of first target heights of a plurality of suspensions (110) and the current heights of the plurality of suspensions (110) can adapt to current road conditions.

Description

Suspension control method, vehicle controller, vehicle and storage medium

[0001] Cross-reference to related applications

[0002] This application claims priority to Chinese Application No. 2024111811530, filed on August 26, 2024, entitled "Suspension Control Method, Vehicle Controller, Vehicle and Storage Medium", the entire contents of which are incorporated herein by reference. Technical Field

[0003] The embodiments of this application relate to, but are not limited to, the field of vehicle technology, and more specifically, to a suspension control method, a vehicle controller, a vehicle, and a storage medium. Background Technology

[0004] With the development of vehicle control technology, suspension is installed between the vehicle's wheels and body. By controlling the height of the suspension, the height of the vehicle chassis can be raised or lowered, thereby enhancing the vehicle's passability and making it highly practical.

[0005] In related technologies, the suspension can be raised and lowered according to the target height level. However, simple raising and lowering control of the suspension on uneven road surfaces can lead to a high degree of vehicle tilt, affecting vehicle safety. Technical solutions

[0006] The following is an overview of the subject matter described in detail herein. This overview is not intended to limit the scope of the claims.

[0007] One objective of this application is to provide a new technical solution for suspension control.

[0008] According to a first aspect of the embodiments of this application, a suspension control method is provided, the method comprising:

[0009] In response to receiving suspension height control information, the first target height of multiple suspensions of the vehicle corresponding to the suspension height control information is obtained;

[0010] When the current road condition of the vehicle is a cross-axle road condition, the second target height of the multiple suspensions is determined based on the first target height of the multiple suspensions and the current height of the multiple suspensions;

[0011] The suspension is height controlled according to a second target height for each suspension.

[0012] Optionally, determining the second target height of the plurality of suspensions based on the first target height of the plurality of suspensions and the current height of the plurality of suspensions includes:

[0013] For each suspension, the difference between the first target height and the current height of the suspension is used as the first adjustment amount of the suspension;

[0014] A second adjustment amount is determined for each suspension based on a first adjustment amount of the plurality of suspensions; and...

[0015] For each suspension, a second target height of the suspension is determined based on the second adjustment amount of the suspension and the current height of the suspension.

[0016] Optionally, determining the second adjustment amount of each suspension based on the first adjustment amount of the plurality of suspensions includes:

[0017] The first adjustment amount corresponding to the first target suspension among the plurality of suspensions is taken as the second adjustment amount of each suspension among the plurality of suspensions; wherein, the first target suspension is the suspension with the smallest absolute value of the first adjustment amount among the various suspensions of the plurality of suspensions.

[0018] Optionally, the method further includes:

[0019] If any of the plurality of suspensions has an absolute value of the first adjustment amount that is less than or equal to a preset adjustment threshold, then none of the plurality of suspensions will perform height adjustment.

[0020] Optionally, the method further includes:

[0021] If, in response to the presence of two suspensions having positive and negative first adjustment values ​​respectively, then none of the suspensions will perform height adjustment.

[0022] Optionally, determining the second adjustment amount of each suspension based on the first adjustment amount of the plurality of suspensions includes:

[0023] The plurality of suspensions are grouped to obtain at least two suspension sets, wherein each suspension set includes at least two suspensions; and

[0024] Based on the first adjustment amount of each suspension in the suspension set, a second adjustment amount is determined for each of the plurality of suspensions.

[0025] Optionally, the at least two suspension sets include a front axle suspension set and a rear axle suspension set, wherein the front axle suspension set includes at least two suspensions corresponding to the front axle of the vehicle, and the rear axle suspension set includes at least two suspensions corresponding to the rear axle of the vehicle.

[0026] Optionally, the at least two suspension sets include a left suspension set and a right suspension set, the left suspension set including at least two suspensions located on the left side of the vehicle, and the right suspension set including at least two suspensions located on the right side of the vehicle.

[0027] Optionally, determining the second adjustment amount of each of the plurality of suspensions based on the first adjustment amount of each suspension in the suspension set includes:

[0028] The first adjustment amount corresponding to the second target suspension in the suspension set is taken as the second adjustment amount of each suspension in the suspension set; wherein, the second target suspension is the suspension with the smallest absolute value of the first adjustment amount among all suspensions in the suspension set.

[0029] Optionally, the method further includes at least one of the following:

[0030] In response to the existence of a suspension in the suspension set where the absolute value of the first adjustment amount is less than or equal to a preset adjustment threshold, then no height adjustment is performed on any suspension in the suspension set; and,

[0031] In the at least two suspension sets, in response to the existence of two suspensions with positive and negative first adjustment values ​​in any one suspension set, the plurality of suspensions do not perform height adjustment.

[0032] According to a second aspect of this application, a vehicle controller is provided, the vehicle controller including a memory and a processor, the memory for storing computer instructions, and the processor for recalling the computer instructions from the memory to perform the method as described in any one of the first aspects.

[0033] According to a third aspect of this application, a vehicle is provided, the vehicle including a vehicle controller as described in the second aspect.

[0034] According to a fourth aspect of this application, a computer-readable storage medium is provided having computer instructions stored thereon, which, when executed by a processor, implement the method as described in any one of the first aspects.

[0035] This application provides a suspension control method, which includes: in response to receiving suspension height control information, acquiring first target heights of multiple suspensions of a vehicle corresponding to the suspension height control information; when the current road condition of the vehicle is a cross-axle road condition, determining second target heights of the multiple suspensions based on the first target heights and the current heights of the multiple suspensions; and controlling the suspension height based on the second target height of each suspension. In this way, the second target heights determined based on the first target heights and the current heights of the multiple suspensions can adapt to the current road conditions, improving the safety and flexibility of vehicle suspension control.

[0036] Other features and advantages of the embodiments of this application will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0037] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of the present application and, together with their description, serve to explain the principles of the embodiments of the present application.

[0038] Figure 1 is a structural schematic diagram of a suspension system provided in an embodiment of this application.

[0039] Figure 2 is a flowchart illustrating a suspension control method provided in an embodiment of this application.

[0040] Figure 3 is a flowchart illustrating step S220 according to the embodiment shown in Figure 2.

[0041] Figure 4 is a schematic diagram of a minimum increase / decrease strategy provided in an embodiment of this application.

[0042] Figure 5 is a schematic diagram of a low rise / fall amount suppression rise / fall strategy provided in an embodiment of this application.

[0043] Figure 6 is a schematic diagram of a height over-gear prohibition strategy provided in an embodiment of this application.

[0044] Figure 7 is a flowchart illustrating a suspension control method provided in an embodiment of this application.

[0045] Figure 8 is a schematic diagram of the structure of a vehicle controller provided in an embodiment of this application.

[0046] Implementation methods of this application

[0047] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the embodiments of the present application.

[0048] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the embodiments of this application or their application or use.

[0049] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0050] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0051] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0052] First, the application scenarios of the embodiments of this application will be described. The embodiments of this application can be applied to vehicle suspension control scenarios.

[0053] In one alternative implementation, the vehicle may be equipped with a suspension system that may include suspensions connected between the individual wheels and the vehicle body, as well as suspension controllers for controlling the individual suspensions.

[0054] Figure 1 is a schematic diagram of a suspension system provided in an embodiment of this application. As shown in Figure 1, the suspension system 100 may include a suspension 110 and a suspension controller 120. Optionally, the suspension system may include multiple suspensions 110 and a suspension controller 120. For example, each of the four wheels of the vehicle is connected to a suspension 110, and a suspension controller 120 can be connected to each suspension 110 to control the height of each suspension.

[0055] In some embodiments, each suspension 110 may include a shock absorber 111 and a height sensor 112.

[0056] Shock absorber 111, also known as a damper or shock absorber, controls the vertical sway of the vehicle body, improving vehicle stability and ride comfort. The shock absorber may contain hydraulic or pneumatic components that resist and dampen the movement of an elastic element through the flow of liquid or gas in a closed conduit. When the elastic element compresses or stretches due to uneven road surfaces, the liquid or gas inside the shock absorber generates resistance, thereby suppressing excessive vibration of the elastic element. Optionally, the suspension may be an active suspension, which actively adjusts the suspension height based on commands from a suspension controller via active force control.

[0057] The shock absorber can have three properties: stiffness K, damping C, and active force f. Stiffness K refers to the shock absorber's ability to resist deformation under compression or tension. In a suspension system, stiffness determines the shock absorber's response to uneven road surfaces. Damping C refers to the shock absorber's ability to dissipate energy during movement; it slows down the shock absorber's extension and contraction speed through an internal damping medium (such as liquid or gas). The magnitude of the damping force directly affects the vehicle's stability and ride comfort during driving. Active force f refers to the force that the shock absorber can actively apply to the suspension system. This active force can be dynamically adjusted by the suspension controller 120, and the suspension height can be adjusted based on this active force.

[0058] Suspension height characterizes the relative distance between the vehicle chassis and the ground. For example, when the vehicle is on a flat road and no active force is applied, the suspension height is only affected by the vehicle's weight. Therefore, the entire vehicle is in a state of force equilibrium, with gravity and shock absorber support forces equal. The suspension height at this point can be calibrated as an initial value (e.g., 0). A suspension height lower than this initial value can be represented as a negative value, and a suspension height higher than this initial value can be represented as a positive value.

[0059] The height sensor 112 can detect the height information of the suspension (such as the current height or changes in height) and transmit the height information to the suspension controller.

[0060] In some embodiments, the height sensor can determine the suspension height information based on the angle between the sensor and the vehicle body. In some embodiments, the height sensor can output the angle value between the sensor and the vehicle body, and the height value corresponding to this angle value can be obtained through a height calibration function. For example, the height value can be calculated using the following formula (1):

[0061] Where, H FL H FR H RL H RR These are the height values ​​corresponding to the four suspensions, namely, H. FL H indicates the current height of the left front suspension. FR H indicates the current height of the right front suspension. RL Indicates the current height of the left rear suspension, H RR θ represents the current height of the right rear suspension. FL θ FR θ RL θ RR These are the angle values ​​output by the height sensors corresponding to the four suspension components, f. FL f FR f RL f RR These are the height calibration functions for the four suspensions, which can be functions or corresponding relationships pre-calibrated based on the vehicle model.

[0062] In some embodiments, the suspension height information detected by the height sensor can have positive and negative values. When the vehicle is on a flat road surface and the main force applied to the suspension is zero, the suspension height is only affected by the weight of the vehicle body. The suspension height at this time can be used as the initial height, that is, the suspension height is 0. If the suspension rises, the height is positive; if the suspension falls, the height is negative.

[0063] The suspension system described above allows for adjustments to the vehicle's height, thereby enhancing its off-road capability.

[0064] In one alternative implementation, the suspension controller can control the suspension to rise or fall according to the target height level, that is, control the suspension to rise or fall to the target height corresponding to the target height level.

[0065] For example, an active suspension system can change the suspension height by adjusting the lift force, raising or lowering the suspension to the target height corresponding to the desired height setting. On a flat road surface, without lift force, the height is only affected by the vehicle's weight. Therefore, the entire vehicle is in a state of force balance, with gravity and shock absorber support forces equal. However, when the vehicle is on an uneven surface, such as in a cross-axle situation, the weight of the vehicle borne by the four shock absorbers is redistributed, and the height of the four suspensions will change accordingly. Therefore, the road unevenness can be determined by the current height of the four suspensions.

[0066] For example, road surface unevenness can be calculated using the following formula (2): N F =|(H FL +H RR )-(H FR +H RL (2)

[0067] Among them, H FL H indicates the current height of the left front suspension. FR H indicates the current height of the right front suspension. RL Indicates the current height of the left rear suspension, H RR This indicates the current height of the right rear suspension, and NF represents the road surface unevenness, which can also be referred to as the absolute value of the cross-axle size. Optionally, the current height of all four suspensions can be the height value detected by the height sensors of each suspension.

[0068] Based on the above formula (2), it can be seen that the road surface unevenness can be used to characterize the difference between the sum of the two diagonal suspension heights of the four suspension heights of the vehicle, that is, the absolute value of the difference between the sum of the heights of the left front suspension plus the right rear suspension and the sum of the heights of the right front suspension plus the left rear suspension.

[0069] In one alternative implementation, road surface roughness can be calculated based on the current height of multiple suspensions, and the current road conditions of the vehicle, such as whether it is a cross-axle road condition, can be determined based on the road surface roughness.

[0070] For example, if the calculated road surface unevenness is greater than or equal to the road condition unevenness threshold, the current road condition can be determined to be an inter-axle road condition. This road condition unevenness threshold can be a preset value.

[0071] The greater the road surface unevenness, the larger the cross-axle situation the vehicle will be in. Under cross-axle road conditions, simply raising or lowering the suspension according to the target height setting will result in a greater degree of vehicle tilt, which will affect the vehicle's safety.

[0072] Figure 2 is a schematic flowchart of a suspension control method provided in an embodiment of this application. This suspension control method can be executed by an electronic device such as the suspension controller shown in Figure 1, the vehicle controller of the vehicle to which the suspension system belongs, or a remote server connected to the vehicle. As shown in Figure 2, the suspension control method of this embodiment may include the following steps S210 to S230.

[0073] Step S210: In response to receiving suspension height control information, obtain the first target height of multiple suspensions of the vehicle corresponding to the suspension height control information.

[0074] In some embodiments, the suspension height control information can be used to indicate target heights for multiple suspensions of the vehicle. For example, the suspension height control information can be a suspension height setting, with different suspension height settings corresponding to different target heights, through which the first target heights of multiple suspensions can be obtained.

[0075] The initial target height can be the same or different for different suspensions.

[0076] Optionally, the first target height of multiple suspensions corresponding to different suspension height control information (e.g., suspension height gear) can be a pre-set correspondence.

[0077] For example, a vehicle may have a suspension system on each of its four wheels, and the suspension height settings may include four levels: H, M1, M2, and L. In the H level, the height of all four suspensions is 80 mm; in the M1 level, the height of all four suspensions is 40 mm; in the M2 level, the height of the two front axle suspensions is 50 mm and the height of the two rear axle suspensions is 30 mm; and in the L level, the height of all four suspensions is 10 mm.

[0078] In this way, based on the preset correspondence, the first target height of multiple suspensions of the vehicle corresponding to the suspension height control information can be obtained.

[0079] In some embodiments, the suspension height control information may be control information triggered by a user (e.g., a vehicle driver) controlling the vehicle, thus enabling the suspension control method to be implemented when the user manually adjusts the suspension height.

[0080] In other embodiments, the suspension height control information can be control information automatically triggered by the vehicle based on road condition information. For example, in autonomous driving or assisted driving scenarios, the vehicle controller or remote server can obtain road condition information and send suspension height control information accordingly. This allows the suspension control method to be implemented in autonomous driving or assisted driving scenarios.

[0081] In one alternative implementation, the current road conditions of the vehicle can be determined based on the current heights of multiple suspensions. For example, the road surface roughness can be calculated based on the current heights of multiple suspensions, and the current road conditions of the vehicle can be determined based on the road surface roughness, such as determining whether the current road conditions are cross-axle road conditions. The calculation method for road surface roughness can be referred to formula (2) in the foregoing embodiments of this application, and will not be repeated here.

[0082] In some embodiments of this application, the current road conditions of the vehicle can be obtained, and it can be determined whether to control the height of the suspension according to the first target height of each suspension, or whether to execute the following steps S220 and S230.

[0083] In one alternative implementation, the current road condition of the vehicle can be determined based on the current height of multiple suspensions. For example, road surface roughness can be calculated based on the current height of the multiple suspensions, and the current road condition can be determined based on the road surface roughness, such as determining whether the current road condition is a cross-axle road condition. For instance, if the road surface roughness is greater than or equal to a road surface roughness threshold, the current road condition can be determined to be a cross-axle road condition. This road surface roughness threshold can be a preset value. The calculation method for road surface roughness can be found in formula (2) in the foregoing embodiments of this application, and will not be repeated here.

[0084] In an optional implementation, when the vehicle's current road condition is the target road condition, steps S220 and S230 are executed, namely, determining the second target heights of multiple suspensions based on the first target height and the current height, and controlling the suspension height based on the second target height of each suspension. The target road condition may include cross-axle road conditions, i.e., road conditions where the road surface roughness is greater than or equal to a road surface roughness threshold.

[0085] In another optional implementation, if the vehicle's current road conditions are not the target road conditions, steps S220 and S230 can be omitted, and the suspension height can be controlled according to the first target height for each suspension. For example, the suspension can be raised or lowered to adjust its height to the first target height. Alternatively, if the absolute value of the difference between the current suspension height and the first target height (i.e., the first adjustment amount) is less than or equal to a preset adjustment threshold, the current suspension height can be maintained. Yet another example, if the absolute value of the difference between the current suspension height and the first target height (i.e., the first adjustment amount) is greater than the preset adjustment threshold, the suspension can be raised or lowered to adjust its height to the first target height.

[0086] In another alternative implementation, the suspension height can be controlled directly based on the first target height of each suspension without considering the current road conditions.

[0087] In another alternative implementation, steps S220 and S230 can be executed directly without considering the current road conditions.

[0088] Step S220: Determine the second target height of the multiple suspensions based on the first target height of the multiple suspensions and the current height of the multiple suspensions.

[0089] The second target height of any suspension can be the same as or different from the first target height of that suspension.

[0090] In some embodiments, at least one of the vehicle's multiple suspensions has a second target height that differs from its first target height. For example, taking four suspensions, all with a height of 80 mm, the second target heights determined in step S220 for the four suspensions may not be exactly the same; for instance, three suspensions may still have a second target height of 80 mm, while the second target height of the other suspension may be 50 mm.

[0091] In some embodiments, the first target height may be a target height corresponding to suspension height control information determined according to a preset correspondence. The second target height may be a target height re-determined based on the first target height and the current heights of multiple suspensions.

[0092] In some embodiments, when the current road condition of the vehicle is a cross-axle road condition, a second target height of multiple suspensions can be determined based on a first target height of multiple suspensions and the current height of multiple suspensions.

[0093] For example, the current height of multiple suspensions can indicate the vehicle's current road conditions (e.g., road unevenness), and the second target height can be determined based on these conditions to determine whether it is the same as the first target height. For instance, if the current road conditions are not the target conditions (e.g., cross-axle road conditions), the second target height of each suspension can be equal to its first target height; conversely, if the current road conditions are the target conditions, the first target height can be adjusted to obtain a new second target height. Optionally, under the target road conditions, at least one of the multiple suspensions may have a second target height that differs from its first target height.

[0094] Step S230: The suspension is height controlled according to the second target height of each suspension.

[0095] In this step, there are several ways to control the suspension height based on the second target height: For example, the suspension can be raised or lowered to adjust its height to the second target height. Alternatively, if the absolute value of the difference between the current suspension height and the second target height (i.e., the second adjustment amount) is less than or equal to a preset adjustment threshold, the current suspension height can be maintained, meaning no height control is performed. In this case, step S230 can be skipped, and the process can end directly in step S220. Yet another example: if the absolute value of the difference between the current suspension height and the second target height (i.e., the second adjustment amount) is greater than the preset adjustment threshold, the suspension can be raised or lowered to adjust its height to the second target height.

[0096] In some embodiments, the suspension height can be controlled by a suspension height actuator. For example, the suspension height actuator can receive a second target height and control the suspension to rise and fall in increments, bringing the suspension height closer to the second target height. When the absolute value of the difference between the current height detected by the suspension height sensor and the second target height is less than or equal to a preset threshold, the adjustment can be stopped, completing the suspension height control and confirming that the suspension height has been adjusted to the second target height. This preset threshold can be a pre-set threshold, such as 5 mm, 1 mm, or 0 mm, and a suitable threshold can be determined based on the accuracy requirements of the suspension height control.

[0097] Using the above method, in response to receiving suspension height control information, the system obtains the first target heights of multiple suspensions of the vehicle corresponding to the suspension height control information; when the current road condition is a cross-axle road condition, the system determines the second target heights of multiple suspensions based on the first target heights and the current heights of the multiple suspensions; and the system performs height control based on the second target height of each suspension. In this way, the second target heights determined based on the first target heights and the current heights of the multiple suspensions can adapt to the current road conditions, improving the safety and flexibility of vehicle suspension control.

[0098] Figure 3 is a flowchart illustrating step S220 according to the embodiment shown in Figure 2. As shown in Figure 3, step S220 may include steps S221 to S223.

[0099] Step S221: For each suspension, determine the first adjustment amount of the suspension based on the current height of the suspension and the first target height of the suspension.

[0100] The adjustment amount, also known as the lifting amount or the rise amount, is used to indicate the height that the suspension needs to be adjusted from its current height.

[0101] For example, for each suspension, the difference between the first target height and the current height of the suspension can be used as the first adjustment amount of the suspension.

[0102] Step S222: Determine the second adjustment amount of each suspension based on the first adjustment amount of the multiple suspensions.

[0103] The first adjustment quantity can be called the theoretical adjustment quantity or the theoretical target adjustment quantity, and the second adjustment quantity can be called the actual adjustment quantity or the actual target adjustment quantity.

[0104] In some embodiments, at least one of the plurality of suspensions has a second adjustment amount that is different from the first adjustment amount of that suspension.

[0105] In some embodiments, there may be multiple strategies for determining a second adjustment amount for each suspension based on a first adjustment amount for a plurality of suspensions. For example, at least one of a minimum lift / relief strategy, a low lift / relief suppression strategy, and a height over-gear prohibition strategy may be used to determine the second adjustment amount.

[0106] In one alternative implementation, a minimum adjustment strategy can be used to determine the second adjustment amount for each of the multiple suspensions.

[0107] For example, the first adjustment amount corresponding to the first target suspension among a plurality of suspensions can be used as the second adjustment amount of each of the plurality of suspensions; wherein the first target suspension is the suspension with the smallest absolute value of the first adjustment amount among the various suspensions of the plurality of suspensions.

[0108] In one alternative implementation, a low-adjustment-suppressing-adjustment strategy can be used to determine the second adjustment amount for each of the multiple suspensions.

[0109] For example, if among the multiple suspensions of a vehicle, there is a suspension whose absolute value of the first adjustment amount is less than or equal to a preset adjustment threshold, then all suspensions may not undergo height adjustment. For instance, the second adjustment amount of all multiple suspensions can be set to a preset adjustment amount; this preset adjustment amount indicates that the suspension will not undergo height adjustment. For example, the preset adjustment amount can be 0 or any preset value, indicating that the suspension will not undergo height adjustment, i.e., maintain its current height.

[0110] In one alternative implementation, a height over-gear prohibition strategy can be used to determine the second adjustment amount for each of the multiple suspensions.

[0111] For example, if two of the vehicle's multiple suspensions have positive and negative first adjustment values ​​respectively, then all suspensions may not need to be height adjusted. Alternatively, the second adjustment value of each of the multiple suspensions can be set to a preset adjustment value. This preset adjustment value indicates that the suspension will not be height adjusted. Similarly, this preset adjustment value can be 0 or any preset value, indicating that the suspension will not be height adjusted, i.e., its current height will remain unchanged.

[0112] In one alternative implementation, two or three of the above-mentioned minimum lift / relief strategy, low lift / relief suppression strategy, and height over-gear prohibition lift / relief strategy can be executed in parallel. At least one second adjustment amount is determined for each suspension, and the second adjustment amount of the suspension is determined from at least one second adjustment amount of each suspension through strategy arbitration.

[0113] For example, the second adjustment amount can be determined according to the policy priority. The second adjustment amount determined by the policy with the highest priority is preferred. If the policy with the highest priority does not determine the second adjustment amount, the second adjustment amount determined by the second highest priority measurement is used, and so on.

[0114] Optionally, the priority of the above three strategies can be: minimum adjustment amount strategy < low adjustment amount suppression adjustment strategy < height over-gear prohibition adjustment strategy. That is, if the above three strategies are executed in parallel, the second adjustment amount determined by the height over-gear prohibition adjustment strategy is adopted first; if the height over-gear prohibition adjustment strategy does not determine the second adjustment amount, the second adjustment amount determined by the low adjustment amount suppression adjustment strategy is adopted first; if the low adjustment amount suppression adjustment strategy does not determine the second adjustment amount, the second adjustment amount determined by the minimum adjustment amount strategy is adopted.

[0115] In one optional implementation, two or three of the above-mentioned height over-gear prohibition strategy, low-gear suppression strategy, and minimum-gear strategy can be executed sequentially. Once any measurement determines the second adjustment amount of each suspension, the subsequent strategies are not executed. Optionally, the sequential execution order can be: first execute the height over-gear prohibition strategy, then execute the low-gear suppression strategy, and finally execute the minimum-gear strategy.

[0116] In some embodiments, multiple suspensions may be grouped to obtain at least two suspension sets, wherein each suspension set may include at least two suspensions; and a second adjustment amount of each suspension in the multiple suspensions is determined based on a first adjustment amount of each suspension in the suspension set.

[0117] In one optional implementation, the aforementioned at least two suspension sets may include a front axle suspension set and a rear axle suspension set, wherein the front axle suspension set includes at least two suspensions corresponding to the front axle of the vehicle, and the rear axle suspension set includes at least two suspensions corresponding to the rear axle of the vehicle.

[0118] In another alternative implementation, the aforementioned at least two suspension sets may include a left suspension set and a right suspension set, wherein the left suspension set includes at least two suspensions located on the left side of the vehicle, and the right suspension set includes at least two suspensions located on the right side of the vehicle.

[0119] In this embodiment, there are multiple strategies for determining the second adjustment amount of each suspension in the suspension set based on the first adjustment amount of each suspension. For example, at least one of the following strategies can be used to determine the second adjustment amount: minimum adjustment amount strategy, low adjustment amount suppression adjustment strategy, and height over-gear prohibition adjustment strategy.

[0120] In one alternative implementation, a minimum adjustment strategy can be used to determine the second adjustment amount for each of the multiple suspensions.

[0121] For example, for each suspension set, the first adjustment amount corresponding to the second target suspension in the suspension set is used as the second adjustment amount of each suspension in the suspension set; wherein, the second target suspension is the suspension with the smallest absolute value of the first adjustment amount among all suspensions in the suspension set.

[0122] Optionally, the first adjustment amount with the smallest absolute value can be determined based on the distribution of the first adjustment amount of each suspension in the suspension set; the first adjustment amount with the smallest absolute value can be determined as the second adjustment amount of each suspension in the suspension set.

[0123] Figure 4 is a schematic diagram of a minimum height adjustment strategy provided in an embodiment of this application. In the three line segments shown in Figure 4, line segment 401 represents the vehicle position before suspension height adjustment, line segment 402 represents the vehicle position after adjustment based directly on the first target height, and line segment 403 represents the vehicle position after adjustment based on the second target height determined by the minimum height adjustment strategy. Specifically:

[0124] When the vehicle is on an uneven road surface (such as a cross-axle road condition), the vehicle body position is as shown by line segment 401. The vehicle body position is deformed due to the influence of the current road conditions. Taking the suspensions corresponding to the two wheels on the left and right sides of the front axle, FL and FR, as examples, the two suspensions corresponding to FL and FR have different heights. For example, if the initial height of the suspension when the vehicle is on a flat road is taken as 0, then the current height of the FL suspension is X1 (for example, -20 mm), that is, the difference from the initial height is X1. A negative value of X1 indicates that the current height of the suspension is lower than the initial height. The current height of the FR suspension is X2 (for example, 10 mm), that is, the difference from the initial height is X2. A positive value of X2 indicates that the current height of the suspension is higher than the initial height.

[0125] Suppose that the first target height X3 of the FL suspension and the first target height X4 of the FR suspension are obtained based on suspension height control information (e.g., suspension height gear). Optionally, X3 and X4 can be equal, for example, both 80 mm.

[0126] In some embodiments, the suspension height can be adjusted directly based on the first target height. The adjusted vehicle position is shown as line segment 402. It can be seen that this will increase the vehicle's tilt, and the increased tilt will cause problems such as system overpressure, affecting the vehicle's safety.

[0127] In other embodiments, the aforementioned minimum height adjustment strategy is employed to determine the second target height of multiple suspensions based on the first target height and the current height of the multiple suspensions. Specifically, the suspensions corresponding to FL and FR can be considered as a suspension set, and the first adjustment amount for each of the two suspensions can be calculated. This first adjustment amount is the difference between the first target height and the current height of each suspension. As shown in Figure 4, the first adjustment amount for the FL suspension is the difference between its first target height X3 and its current height X1. For example, if X3 is 80 mm and X1 is -20 mm, then the first adjustment amount for the FL suspension is X3 - X1 = 100 mm. The first adjustment amount for the FR suspension is the difference between its first target height X4 and its current height X2. For example, if X3 is 80 and X2 is 10, then the first adjustment amount of the FR suspension is X4-X2 = 70 mm. Based on the minimum adjustment strategy, since the first adjustment amount of the FR suspension is the smallest, the second adjustment amounts of both the FL and FR suspensions can be set to the first adjustment amount of the RF suspension, X4-X2 (e.g., 70 mm). This results in the second target height X5 of the FL suspension being X1+(X4-X2) (e.g., 50 mm), and the second target height X6 of the FR suspension being the same as the first target height X4 (e.g., both 80 mm). The suspension height is adjusted based on this second target height. The adjusted vehicle position is shown as line segment 403. At this point, the vehicle tilt remains unchanged, reducing the risk of system overpressure and improving vehicle safety.

[0128] In one alternative implementation, a low-adjustment-suppressing-adjustment strategy can be used to determine the second adjustment amount for each of the multiple suspensions.

[0129] For example, for each suspension set, if there is a suspension in the suspension set whose absolute value of the first adjustment amount is less than or equal to a preset adjustment threshold, then each suspension in the suspension set may not undergo height adjustment. For example, the second adjustment amount of each suspension in the suspension set can be set as a preset adjustment amount; wherein, the preset adjustment amount can indicate that the suspension does not undergo height adjustment. For example, the preset adjustment amount can be 0 or any preset value, and the preset adjustment amount can indicate that the suspension does not undergo height adjustment, that is, maintains the current height unchanged.

[0130] Optionally, based on the distribution of the first adjustment amount of each suspension in the suspension set, it can be determined whether there is a first adjustment amount whose absolute value is less than or equal to a preset adjustment threshold; if there is a first adjustment amount whose absolute value is less than or equal to the preset adjustment threshold, then the second adjustment amount of each suspension in the suspension set can be set as the preset adjustment amount.

[0131] Figure 5 is a schematic diagram of a low-lift-amount suppression lifting strategy provided in an embodiment of this application. In Figure 5, line segment 501 represents the vehicle position before suspension height adjustment, and line segment 503 represents the vehicle position after adjusting according to the second target height determined by the low-lift-amount suppression lifting strategy. Specifically:

[0132] When the vehicle is on an uneven road surface (such as a cross-axle road condition), taking the front and rear axles as an example, if the first adjustment amount of the front suspension F is large (e.g., 25 mm) while the first adjustment amount of the rear suspension R is small (e.g., 8 mm), the system will switch the leveling valve to adjust the height in a very short time due to the small adjustment amount of the rear suspension R, which will affect the comfort of the passengers and produce a sense of jerking. However, by using a low-lift suppression strategy, the rear suspension R in this situation is set to the suppression adjustment state, that is, the second adjustment amount of the rear suspension R is set to the preset adjustment amount (e.g., 0). In this way, it is assumed that the rear suspension R has been adjusted and no further adjustment is needed, while the front suspension F can be adjusted normally, improving the comfort of the passengers during suspension adjustment and avoiding the sense of jerking.

[0133] In one alternative implementation, a height over-gear prohibition strategy can be used to determine the second adjustment amount for each of the multiple suspensions.

[0134] For example, in the aforementioned at least two suspension sets, if any two suspensions in any one suspension set have positive and negative first adjustment values ​​respectively, then all suspensions of the vehicle may not undergo height adjustment. For instance, the second adjustment value of each of the multiple suspensions can be set to a preset adjustment value. This preset adjustment value indicates that the suspension will not undergo height adjustment. Similarly, the preset adjustment value can be 0 or any preset value, indicating that the suspension will not undergo height adjustment, i.e., maintain its current height.

[0135] Figure 6 is a schematic diagram of a height over-gear prohibition strategy provided in an embodiment of this application. In the two line segments shown in Figure 6, line segment 601 represents the vehicle position before suspension height adjustment, and line segment 602 represents the vehicle position after adjustment based directly on the first target height. Specifically:

[0136] When a vehicle is on an uneven surface (such as a cross-axle road condition), if one of the front suspension (F) or rear suspension (R) is at the target gear height on either side (taking the front suspension F as an example), and the current height of FL is greater than the first target height while the current height of FR is less than the first target height, meaning the first adjustment values ​​of the two suspensions in the front axle suspension set are positive and negative respectively, it indicates that the height on either side has exceeded the gear. In this case, directly adjusting the suspension height based on the first target height would result in excessive body roll, as shown by line segment 602. Therefore, the entire suspension system is prohibited from this height adjustment operation. The second adjustment value of each suspension is set to a preset adjustment value (e.g., 0), and the system assumes that all suspensions have been adjusted and no further adjustment is needed. This ensures that the body roll is maintained within a certain range and does not change significantly, preventing excessive body roll when the vehicle transitions from a cross-axle road condition to a flat road surface.

[0137] In one alternative implementation, two or three of the above-mentioned minimum lift / relief strategy, low lift / relief suppression strategy, and height over-gear prohibition lift / relief strategy can be executed in parallel. At least one second adjustment amount is determined for each suspension, and the second adjustment amount of the suspension is determined from at least one second adjustment amount of each suspension through strategy arbitration.

[0138] For example, the second adjustment amount can be determined according to the policy priority. The second adjustment amount determined according to the highest priority policy is preferred. If the highest priority policy does not determine the second adjustment amount, the second adjustment amount determined by the second highest priority measurement is used, and so on.

[0139] Optionally, the priority of the above three strategies can be: minimum adjustment amount strategy < low adjustment amount suppression adjustment strategy < height over-gear prohibition adjustment strategy. That is, if the above three strategies are executed in parallel, the second adjustment amount determined by the height over-gear prohibition adjustment strategy is adopted first; if the height over-gear prohibition adjustment strategy does not determine the second adjustment amount, the second adjustment amount determined by the low adjustment amount suppression adjustment strategy is adopted first; if the low adjustment amount suppression adjustment strategy does not determine the second adjustment amount, the second adjustment amount determined by the minimum adjustment amount strategy is adopted.

[0140] In one optional implementation, two or three of the above-mentioned height over-gear prohibition strategy, low-gear suppression strategy, and minimum-gear strategy can be executed sequentially. Once any measurement determines the second adjustment amount of each suspension, the subsequent strategies are not executed. Optionally, the sequential execution order can be: first execute the height over-gear prohibition strategy, then execute the low-gear suppression strategy, and finally execute the minimum-gear strategy.

[0141] Step S223: For each suspension, determine the second target height of the suspension based on the second adjustment amount of the suspension and the current height of the suspension.

[0142] For example, the sum of the second adjustment amount of each suspension and the current height can be used as the second target height of that suspension.

[0143] In some embodiments, at least one of the plurality of suspensions has a second adjustment amount that is different from the first adjustment amount of the suspension, thereby making the second target height of at least one of the plurality of suspensions different from the first target height of the suspension.

[0144] Using the above method, a second adjustment amount for each suspension can be determined based on at least one of the minimum adjustment amount strategy, low adjustment amount suppression adjustment strategy, and height over-gear prohibition adjustment strategy. The second adjustment amount of the suspension and the current height of the suspension are then used to determine the second target height of the suspension, thereby obtaining a target height that adapts to the current road conditions. This allows for height control of the suspension and improves the safety and flexibility of vehicle suspension control.

[0145] Figure 7 is a schematic flowchart of a suspension control method provided in an embodiment of this application. This suspension control method can be executed by an electronic device such as the suspension controller shown in Figure 1, the vehicle controller of the vehicle to which the suspension system belongs, or a remote server connected to the vehicle. As shown in Figure 7, the suspension control method of this embodiment may include one or more of the following steps S710 to S760.

[0146] Step S710: In response to receiving suspension height control information, the first target height of multiple suspensions of the vehicle corresponding to the suspension height control information is obtained.

[0147] The specific implementation of step S710 can be found in the description of step S210 in the foregoing embodiments of this application, and will not be repeated here.

[0148] Step S720: Obtain the current height of multiple suspensions.

[0149] For example, the current height of multiple suspensions can be obtained based on height sensors.

[0150] Step S730: Determine the current road conditions of the vehicle based on the current height of multiple suspensions.

[0151] For example, road surface unevenness can be calculated based on the current height of multiple suspensions, and the current road conditions of the vehicle can be determined based on the road surface unevenness, such as whether the current road conditions are cross-axle conditions. The calculation method for road surface unevenness can be referred to formula (2) in the foregoing embodiments of this application, and will not be repeated here.

[0152] In step S740, if the current road conditions of the vehicle are not cross-axle road conditions, the first target height of each suspension is taken as the second target height.

[0153] In step S750, when the current road condition of the vehicle is a cross-axle road condition, the second target height of multiple suspensions is determined based on the first target height and the current height.

[0154] In step S750, the specific implementation method for determining the second target height of multiple suspensions based on the first target height and the current height can be referred to the relevant description of step S220 in the previous embodiment of this application. For example, at least one of the following strategies can be used to determine the second target height: minimum lift / relief strategy, low lift / relief suppression strategy, and height over-gear prohibition strategy. This will not be elaborated here.

[0155] Step S760: The suspension is height controlled according to the second target height of each suspension.

[0156] The specific implementation of step S760 can be found in the description of step S230 in the foregoing embodiments of this application, and will not be repeated here.

[0157] The above method can solve the problems of system overpressure during suspension adjustment, incomplete descent, vehicle tilting, and significant lateral deviation after returning to level ground in complex cross-axle conditions. By employing at least one of the following suspension adjustment strategies—minimum lift / drop, low lift / drop suppression, and height over-gear prohibition—the system effectively reduces suspension pressure during lift / drop, minimizes abnormal lift / drop issues, reduces incomplete descent, reduces vehicle tilt, minimizes lateral deviation after returning to level ground, and improves the safety of vehicle suspension control.

[0158] This application also provides a vehicle controller, as shown in FIG8. The vehicle controller 900 may include a memory 910 and a processor 920. The memory 910 may be used to store computer instructions, and the processor 920 may be used to call computer instructions from the memory 910 to execute any of the methods in the foregoing embodiments of this application.

[0159] This application also provides a vehicle that includes the vehicle controller provided in the above embodiments.

[0160] In one embodiment of this application, the vehicle may be an electric vehicle, a fuel vehicle, a gas vehicle, a hybrid electric vehicle, or a gasoline-electric hybrid vehicle.

[0161] This application also provides a computer-readable storage medium storing computer instructions thereon, which, when executed by a processor, implement any of the methods described in the foregoing embodiments of this application. Optionally, the computer-readable storage medium may be a non-transitory storage medium, but is not limited thereto; it may also be a temporary storage medium.

[0162] This application also provides a computer instruction product, which may include computer instructions that, when executed by a processor, can implement any of the methods described in the foregoing embodiments of this application.

[0163] The embodiments of this application may be systems, methods, and / or computer instruction products. A computer instruction product may include a computer-readable storage medium having computer-readable instructions loaded thereon for causing a processor to implement any of the methods in the foregoing embodiments of this application.

[0164] Computer-readable storage media can be tangible devices capable of holding and storing instructions for use by an instruction execution device. Computer-readable storage media can be, for example—but not limited to—electrical storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable compact disc read-only memory (CD-ROM), digital multifunction disc (DVD), memory sticks, floppy disks, mechanical encoding devices, such as punch cards or recessed protrusions storing instructions thereon, and any suitable combination thereof. The computer-readable storage media used herein are not to be construed as transient signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

[0165] The computer-readable instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper cables, fiber optic cables, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable instructions from the network and forwards them for storage on computer-readable storage media within the respective computing / processing device.

[0166] Computer instructions used to perform the operations of the embodiments of this application may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuits, such as programmable logic circuits, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), are personalized by utilizing state information from the computer-readable instructions. These electronic circuits can execute the computer-readable instructions to implement various aspects of the embodiments of this application.

[0167] Various aspects of embodiments of this application are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer instruction products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable instructions.

[0168] These computer-readable instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0169] Computer-readable instructions may 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, thereby causing the instructions that execute on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more blocks of a flowchart and / or block diagram.

Claims

1. A suspension control method, wherein, The method includes: In response to receiving suspension height control information, the first target height of multiple suspensions of the vehicle corresponding to the suspension height control information is obtained; When the current road condition of the vehicle is a cross-axle road condition, a second target height for the plurality of suspensions is determined based on the first target height of the plurality of suspensions and the current height of the plurality of suspensions; and, The suspension is height controlled according to a second target height for each suspension.

2. The method according to claim 1, wherein, Determining the second target height of the plurality of suspensions based on the first target height of the plurality of suspensions and the current height of the plurality of suspensions includes: For each suspension, the difference between the first target height and the current height of the suspension is used as the first adjustment amount of the suspension; A second adjustment amount for each suspension is determined based on a first adjustment amount for the plurality of suspensions; and... For each suspension, a second target height of the suspension is determined based on the second adjustment amount of the suspension and the current height of the suspension.

3. The method according to claim 2, wherein, Determining the second adjustment amount of each suspension based on the first adjustment amount of the plurality of suspensions includes: The first adjustment amount corresponding to the first target suspension among the plurality of suspensions is taken as the second adjustment amount of each suspension among the plurality of suspensions; wherein, the first target suspension is the suspension with the smallest absolute value of the first adjustment amount among the various suspensions of the plurality of suspensions.

4. The method according to claim 2, wherein, The method further includes: If any of the plurality of suspensions has an absolute value of the first adjustment amount that is less than or equal to a preset adjustment threshold, then none of the plurality of suspensions will perform height adjustment.

5. The method according to claim 2, wherein, The method further includes: If, in response to the presence of two suspensions having positive and negative first adjustment values ​​respectively, then none of the suspensions will perform height adjustment.

6. The method according to any one of claims 2-4, wherein, Determining the second adjustment amount of each suspension based on the first adjustment amount of the plurality of suspensions includes: The plurality of suspensions are grouped to obtain at least two suspension sets, wherein each suspension set includes at least two suspensions; and Based on the first adjustment amount of each suspension in the suspension set, a second adjustment amount is determined for each of the plurality of suspensions.

7. The method according to claim 6, wherein, The at least two suspension sets include a front axle suspension set and a rear axle suspension set. The front axle suspension set includes at least two suspensions corresponding to the front axle of the vehicle, and the rear axle suspension set includes at least two suspensions corresponding to the rear axle of the vehicle.

8. The method according to claim 6, wherein, The at least two suspension sets include a left suspension set and a right suspension set, the left suspension set including at least two suspensions located on the left side of the vehicle, and the right suspension set including at least two suspensions located on the right side of the vehicle.

9. The method according to claim 6, wherein, The step of determining the second adjustment amount of each of the plurality of suspensions based on the first adjustment amount of each suspension in the suspension set includes: The first adjustment amount corresponding to the second target suspension in the suspension set is taken as the second adjustment amount of each suspension in the suspension set; wherein, the second target suspension is the suspension with the smallest absolute value of the first adjustment amount among all suspensions in the suspension set.

10. The method according to claim 6, wherein, The method further includes at least one of the following: In response to the existence of a suspension in the suspension set where the absolute value of the first adjustment amount is less than or equal to a preset adjustment threshold, then no height adjustment is performed on any suspension in the suspension set; and, In the at least two suspension sets, in response to the existence of two suspensions with positive and negative first adjustment values ​​in any one suspension set, the plurality of suspensions do not perform height adjustment.

11. A vehicle controller, wherein, The vehicle controller includes a memory and a processor, the memory for storing computer instructions, and the processor for retrieving the computer instructions from the memory to execute the suspension control method as described in any one of claims 1-10.

12. A vehicle, wherein, The vehicle includes the vehicle controller as described in claim 11.

13. A computer-readable storage medium, wherein, It stores computer instructions, which, when executed by a processor, implement the suspension control method according to any one of claims 1-10.

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