Vehicle suspension control method and apparatus, device, medium, product, and vehicle

Abstract

The present application discloses a vehicle suspension control method and apparatus, a device, a medium, a product, and a vehicle. The present application relates to the technical field of suspension control. A vehicle suspension comprises shock absorbers provided at respective corresponding positions of vehicle wheels. The method comprises: acquiring suspension local motion data at different positions of the vehicle suspension and motion parameter data of the vehicle; determining overall motion data of a vehicle body on the basis of the suspension local motion data at different positions of the vehicle suspension; and determining a control electrical parameter of each shock absorber on the basis of the overall motion data of the vehicle body and the motion parameter data of the vehicle, so that the shock absorber outputs a damping force to achieve control of the vehicle suspension. According to embodiments of the present application, in consideration of the overall motion state of a vehicle, the suspension at different positions can be accurately controlled, thereby improving the control effect of the suspension of the vehicle.

Description

Vehicle suspension control methods, devices, equipment, media, products and vehicles

[0001] Cross-reference to related applications

[0002] This application claims priority to Chinese Patent Application No. 202411474256.6, entitled "Vehicle Suspension Control Method, Apparatus, Device, Medium, Product and Vehicle", filed on October 21, 2024; Chinese Patent Application No. 202411474128.1, entitled "Headliner Control Method, Apparatus, Device, Medium, Product and Vehicle", and Chinese Patent Application No. 202411474113.5, entitled "Wheel Bounce Recognition Method, Apparatus, Device, Medium, Product and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application belongs to the field of suspension control technology, and particularly relates to a vehicle suspension control method, device, equipment, medium, product and vehicle. Background Technology

[0004] Currently, in the field of vehicle suspension control, most vehicles use a 1 / 4 suspension model to analyze the vehicle suspension and achieve suspension control of the whole vehicle. However, when using a 1 / 4 suspension model for whole vehicle control, the overall vehicle motion is not considered, resulting in poor control performance. Summary of the Invention

[0005] This application provides a vehicle suspension control method, device, equipment, medium, product, and vehicle, which can take into account the overall vehicle motion state and perform precise control of the suspension at different positions, thereby improving the control effect of the entire vehicle suspension.

[0006] On one hand, embodiments of this application provide a vehicle suspension control method, wherein the vehicle suspension includes shock absorbers disposed at corresponding positions in the vehicle wheels, and the vehicle suspension control method includes:

[0007] Acquire local motion data of the vehicle suspension at different positions and motion parameter data of the vehicle suspension;

[0008] Based on the local motion data of the vehicle suspension at different locations, the overall motion data of the vehicle body is determined.

[0009] Based on the overall motion data of the vehicle body and the motion parameter data of the vehicle, the control electrical parameters of each shock absorber are determined so that the shock absorber outputs damping force, thereby controlling the vehicle suspension.

[0010] Optionally, the control electrical parameters include resident function request control electrical parameters, and the step of determining the control electrical parameters of each shock absorber based on the overall motion data of the vehicle body and the vehicle's motion parameter data includes:

[0011] For each shock absorber, electrical parameters are calculated based on the overall motion data and the vehicle's motion parameter data to obtain reference control electrical parameters, which are used to control the initial damping force output by the vehicle suspension.

[0012] The overall motion data of the vehicle body and the motion parameter data of the vehicle are calculated and processed by the ceiling control strategy and the floor control strategy respectively to obtain the ceiling control electrical parameters and the floor control electrical parameters.

[0013] The reference control electrical parameters, the floor control electrical parameters, and the ceiling control electrical parameters are arbitrated according to a preset arbitration method to obtain a first arbitration electrical parameter. The preset arbitration method is used to determine the first arbitration electrical parameter from the reference control electrical parameters, the floor control electrical parameters, and the ceiling control electrical parameters according to a preset priority order.

[0014] The first arbitration electrical parameter is determined as the resident function request control electrical parameter for each vibration damper.

[0015] Optionally, the control electrical parameters include non-resident function request control electrical parameters, and the step of determining the control electrical parameters of each shock absorber based on the overall motion data of the vehicle body and the vehicle's motion parameter data further includes:

[0016] When the vehicle is in the target operating condition, the non-stationary function request electrical parameters of each shock absorber are determined based on the overall motion data of the vehicle body and the motion parameter data of the vehicle. The target operating condition includes at least one of wheel hop motion, steering motion, pitch motion, and being subjected to a preset road surface excitation. The non-stationary function request control electrical parameters include at least one of shock absorber stop protection electrical parameters, steering electrical parameters, pulse electrical parameters, anti-pitch electrical parameters, wheel hop electrical parameters, and grip electrical parameters.

[0017] When the non-stationary function request control electrical parameters include at least two of the following: shock absorber stop protection electrical parameters, steering electrical parameters, pulse electrical parameters, anti-pitch electrical parameters, wheel hop electrical parameters, and grip electrical parameters, the priority of each of the non-stationary function request control electrical parameters is obtained.

[0018] Based on the priority, the non-resident function request control electrical parameters are arbitrated according to a preset arbitration method to obtain the second arbitration electrical parameters;

[0019] The first arbitration electrical parameter and the second arbitration electrical parameter are arbitrated according to the preset arbitration method to obtain the control electrical parameters of each shock absorber.

[0020] Optionally, when the vehicle is in a steering motion, the non-stationary function request control electrical parameters include the steering electrical parameters corresponding to each shock absorber;

[0021] The determination of the non-stationary function request control electrical parameters for each shock absorber based on the overall motion data of the vehicle body and the vehicle's motion parameter data includes:

[0022] For each shock absorber, the steering direction is determined based on the overall motion data of the vehicle body;

[0023] Based on the steering direction, multiple vibration dampers are classified into compression-side vibration dampers and tension-side vibration dampers.

[0024] Based on the vehicle's motion parameter data, the electrical parameters corresponding to the compression-side shock absorber and the tension-side shock absorber are looked up from the preset shock absorber tension table and the preset shock absorber compression table, respectively, to obtain the steering electrical parameters corresponding to each shock absorber. The preset shock absorber tension table is used to show the correspondence between the vehicle's motion parameter data and the shock absorber electrical parameters in the tension state when the vehicle is turning, and the preset shock absorber compression table is used to show the correspondence between the vehicle's motion parameter data and the shock absorber electrical parameters in the compression state when the vehicle is turning.

[0025] Optionally, after finding the corresponding electrical parameters for the compression-side and tension-side dampers in the preset damping tension table and preset damper compression table to obtain the steering electrical parameters for each damper, the method further includes:

[0026] Obtain the steering electrical parameters of the shock absorber corresponding to the front axle of the vehicle and the steering electrical parameters of the shock absorber corresponding to the rear axle of the vehicle;

[0027] After the steering electrical parameters of the shock absorber corresponding to the front axle of the vehicle are applied to the shock absorber corresponding to the front axle of the vehicle and a first preset time has elapsed, the steering electrical parameters of the shock absorber corresponding to the rear axle of the vehicle are applied to the shock absorber corresponding to the rear axle of the vehicle.

[0028] Optionally, when the vehicle is in pitch motion, the non-stationary function request electrical parameters include anti-pitch electrical parameters, and determining the non-stationary function request electrical parameters for each shock absorber based on the overall motion data of the vehicle body and the vehicle's motion parameter data includes:

[0029] When it is detected that the vehicle has started to move from a standstill, the reference control electrical parameters are determined as anti-pitch electrical parameters;

[0030] When the vehicle stops moving, the reference control electrical parameters are determined as anti-pitch electrical parameters and the time when the anti-pitch electrical parameters are applied to each of the shock absorbers is determined.

[0031] The anti-pitch electrical parameter is applied to the corresponding shock absorber at each time the anti-pitch electrical parameter is applied, so that the vehicle suspension resists pitch motion.

[0032] Optionally, the target operating condition further includes dynamic control motion, anti-lock motion, and / or anti-slip motion; the non-stationary function request electrical parameters include grip force electrical parameters; and determining the non-stationary function request electrical parameters for each shock absorber based on the overall motion data of the vehicle body and the vehicle's motion parameter data includes:

[0033] Obtain the maximum electrical parameters of the vibration damper;

[0034] The maximum electrical parameter of the shock absorber is determined as the grip force electrical parameter.

[0035] Optionally, motion sensors are installed at at least three locations on the vehicle body. The local suspension motion data includes suspension acceleration, and the overall motion data includes lateral motion data, longitudinal motion data, and vertical motion data of the vehicle body. Based on the local suspension motion data at different locations on the vehicle suspension, the overall motion data of the vehicle body is determined, including:

[0036] Acquire position information from at least three motion sensors, wherein any two of the three motion sensors are located on the same target axis, and the target axis includes the front axis or the rear axis;

[0037] For each motion sensor, a first lateral distance and a first longitudinal distance between each motion sensor and the center of gravity are calculated based on the position information and the position of the vehicle's center of gravity.

[0038] The lateral motion data of the vehicle body is determined based on the suspension acceleration corresponding to the two motion sensors on the target axis and the first lateral distance of any motion sensor on the target axis.

[0039] The longitudinal motion data and vertical motion data of the vehicle body are determined based on the first longitudinal distance, the first lateral distance, and the suspension acceleration corresponding to the at least three motion sensors, respectively.

[0040] Optionally, motion sensors are installed at at least three locations on the vehicle body. The overall motion data includes lateral motion data, longitudinal motion data, and vertical motion data of the vehicle body. Based on the local suspension motion data at different locations of the vehicle suspension, the overall motion data of the vehicle body is determined, including:

[0041] The system acquires position information from at least three motion sensors, suspension acceleration detected by the motion sensors, and the mass and moment of inertia of the vehicle suspension. Any two of the three motion sensors are located on the same target axis, which includes the front axle or the rear axle.

[0042] For each motion sensor, a first lateral distance and a first longitudinal distance between each motion sensor and the center of gravity are calculated based on the position information and the position of the vehicle's center of gravity.

[0043] The lateral motion data of the vehicle body is determined based on the at least three suspension accelerations, the first lateral distance, and the first longitudinal distance;

[0044] The longitudinal motion data of the vehicle body are determined based on the mass, moment of inertia, at least three suspension accelerations, and a first longitudinal distance of the vehicle suspension.

[0045] The vertical motion data of the vehicle body is determined based on the suspension acceleration and first lateral distance corresponding to the two motion sensors on the target axis, the mass and moment of inertia of the vehicle suspension.

[0046] Optionally, multiple height sensors are installed on the vehicle suspension at positions corresponding to the vehicle wheels; the method further includes:

[0047] Acquire height information of different positions of the vehicle suspension detected by multiple height sensors;

[0048] The determination of the overall motion data of the vehicle body based on the local motion data of the suspension at different positions of the vehicle suspension includes:

[0049] Based on the height information and the local motion data of the suspension at different positions of the vehicle suspension, the overall motion data of the vehicle body is determined.

[0050] On the other hand, embodiments of this application provide a vehicle suspension control device, which includes:

[0051] The acquisition module is used to acquire local motion data of the suspension and motion parameter data of the vehicle at different positions of the suspension.

[0052] The determination module is used to determine the overall motion data of the vehicle body based on the local motion data of the suspension at different positions of the vehicle suspension; and to determine the control electrical parameters of each control shock absorber according to the overall motion data of the vehicle body and the motion parameter data of the vehicle, so as to enable the shock absorber to output damping force and realize the control of the vehicle suspension.

[0053] In another aspect, this application also provides a vehicle suspension control system, which includes a suspension control module for executing the vehicle suspension control method provided in this application. The suspension control module includes a resident function request module and a non-resident function request module.

[0054] In another aspect, embodiments of this application provide an electronic device, which includes: a processor and a memory storing computer program instructions;

[0055] When the processor executes the computer program instructions, it implements the vehicle suspension control method provided in the embodiments of this application.

[0056] In another aspect, embodiments of this application provide a computer storage medium storing computer program instructions, which, when executed by a processor, implement the vehicle suspension control method provided in embodiments of this application.

[0057] In another aspect, embodiments of this application provide a computer program product, wherein when the instructions in the computer program product are executed by the processor of an electronic device, the electronic device performs the vehicle suspension control method provided in embodiments of this application.

[0058] Furthermore, embodiments of this application provide a vehicle, which includes at least one of the following:

[0059] The vehicle suspension control device provided in this application embodiment;

[0060] The electronic device provided in the embodiments of this application;

[0061] The computer-readable storage medium provided in the embodiments of this application;

[0062] The computer program product provided in the embodiments of this application.

[0063] The vehicle suspension control method, apparatus, device, medium, product, and vehicle of this application embodiment can comprehensively consider the vehicle's motion parameters and the control electrical parameters of each shock absorber when controlling the vehicle suspension, thereby determining the overall motion data of the vehicle body. That is, it combines the local motion data of the suspension stored at different positions of the vehicle suspension to analyze the overall motion data of the vehicle body, and then determines the control electrical parameters of each shock absorber through the overall motion data to achieve overall control of the vehicle suspension. Compared with controlling the vehicle suspension using a 1 / 4 suspension model, it can comprehensively consider the influence of each shock absorber in the whole vehicle on the vehicle suspension, thereby improving the control effect of the vehicle suspension. Attached Figure Description

[0064] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0065] Figure 1 is a schematic flowchart of a vehicle suspension control method provided in an embodiment of this application;

[0066] Figure 2 is a flowchart illustrating a method for determining overall motion data of a vehicle body according to an embodiment of this application;

[0067] Figure 3 is a geometrical diagram of the motion sensor and the position of the vehicle's center of gravity according to an embodiment of this application;

[0068] Figure 4 is a schematic flowchart of ceiling control provided in one embodiment of this application;

[0069] Figure 5 is a schematic diagram of the process for identifying wheel hopping provided in an embodiment of this application;

[0070] Figure 6 is a schematic diagram of the process of identifying wheel bounce provided in an embodiment of this application;

[0071] Figure 7 is a structural schematic diagram of a vehicle suspension control device provided in an embodiment of this application;

[0072] Figure 8 is a schematic diagram of the structure of a vehicle suspension control system provided in an embodiment of this application;

[0073] Figure 9 is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0074] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0075] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0076] To address the problems of existing technologies, this application provides a vehicle suspension control method, apparatus, device, medium, product, and vehicle. In this application, when controlling the vehicle suspension, the vehicle's motion parameters and the control electrical parameters of each shock absorber are comprehensively considered to determine the overall motion data of the vehicle body. Specifically, the overall motion data of the vehicle body is analyzed by combining local suspension motion data stored at different locations of the suspension. Then, the control electrical parameters of each shock absorber are determined using this overall motion data to achieve overall control of the vehicle suspension. Compared to controlling the vehicle suspension using a 1 / 4 suspension model, this method comprehensively considers the influence of each shock absorber on the vehicle suspension, thereby improving the control effect of the vehicle suspension. The vehicle suspension control method provided in this application is described below.

[0077] Figure 1 shows a flowchart of a vehicle suspension control method according to an embodiment of this application. As shown in Figure 1, the vehicle suspension control method provided in this embodiment may include steps S101-S103:

[0078] S101, acquire local motion data of the suspension and motion parameter data of the vehicle at different positions of the suspension.

[0079] In some embodiments of this application, the vehicle suspension may include shock absorbers disposed at corresponding positions in the vehicle wheels. As an example, taking a passenger car as an example, shock absorbers are disposed at the positions of the four wheels respectively, that is, the local motion data of the suspension may be the motion data at each shock absorber.

[0080] In some embodiments of this application, the vehicle's motion parameter data may include the vehicle's operating speed and / or operating acceleration, wherein the operating acceleration may include longitudinal acceleration and lateral acceleration, wherein the direction of the longitudinal acceleration may be the vehicle's direction of motion, and the direction of the lateral acceleration may be a direction that is horizontally perpendicular to the vehicle's direction of motion.

[0081] In some embodiments of this application, in order to obtain local motion data of the vehicle suspension at different positions, motion sensors are provided at at least three positions on the vehicle body. The motion sensors can be speed sensors or acceleration sensors, that is, they can detect the motion parameter data of the vehicle suspension, and are not limited here.

[0082] S102, Based on the local motion data of the suspension at different positions of the vehicle suspension, determine the overall motion data of the vehicle body.

[0083] Referring to Figure 2, in some embodiments of this application, the local suspension motion data may include suspension acceleration, and the overall motion data may include lateral motion data of the vehicle body, longitudinal motion data of the vehicle body, and vertical motion data of the vehicle body. S102 may include:

[0084] S1021, acquire the position information of at least three motion sensors, where any two of the three motion sensors are on the same target axis;

[0085] S1022, for each motion sensor, calculate the first lateral distance and the first longitudinal distance between each motion sensor and the center of gravity position based on the position information and the vehicle's center of gravity position;

[0086] S1023, determine the lateral motion data of the vehicle body based on the suspension acceleration corresponding to the two motion sensors on the target axis and the first lateral distance of any motion sensor on the target axis;

[0087] S1024, determine the longitudinal motion data and vertical motion data of the vehicle body based on the first longitudinal distance, the first lateral distance and the suspension acceleration corresponding to at least three motion sensors, respectively.

[0088] In some embodiments of this application, when determining the overall motion data of the vehicle body, it is first necessary to perform geometric calculations using the position information of at least three motion sensors and the position of the vehicle's center of gravity to obtain the first lateral distance and the first longitudinal distance between each motion sensor and the position of the vehicle's center of gravity. In other words, a geometric structure diagram of the position of the motion sensor and the vehicle's center of gravity can be constructed using the first lateral distance and the first longitudinal distance. The overall motion data of the vehicle body can be calculated using this geometric structure diagram.

[0089] Specifically, see Figure 3, which shows a geometric diagram of the motion sensor and the vehicle's center of gravity. FL represents the position of the motion sensor corresponding to the shock absorber at the left front wheel position, FR represents the position of the motion sensor corresponding to the shock absorber at the right front wheel position, RL represents the position of the motion sensor corresponding to the shock absorber at the left rear wheel position, and O represents the vehicle's center of gravity.

[0090] In some embodiments of this application, a coordinate system can be established with the center of gravity position as the origin, the longitudinal motion axis of the vehicle suspension as the X-axis, and the lateral motion axis of the vehicle suspension as the Y-axis. The coordinates of each motion sensor are determined based on the position information pre-input by the three sensors. Then, the first lateral distance and the first longitudinal distance are determined by the coordinates of the motion sensors. The first lateral distance of FL is W1, the first longitudinal distance of FL is L1, the first lateral distance of FR is W1, the first longitudinal distance of FR is L1, the first lateral distance of RL is W2, and the first longitudinal distance of RL is L2.

[0091] As an example, FR and FL are on the same target axis, which includes the front axis or the rear axis. In this example, the position information and the corresponding local motion data of the two motion sensors on the front axis are used.

[0092] In some embodiments of this application, taking the overall motion data of the vehicle body as an example of acceleration, in S1023, the overall motion data of the vehicle body is calculated using the following formulas (1)-(3): R A =(A FL -A FR ) / 2*W1 (1) H A = (L2*W1 - W2*L1)*L1*A FL / 2*W1*L1*(L1+L2)+(L2*W1+L1*W2)*L1*A FR / 2* (2) W1*L1*(L1+L2)+L1*A RL / (L1+L2)

[0093] Among them, R AH is the lateral acceleration of the vehicle suspension. A P is the longitudinal acceleration of the vehicle suspension. A Let A be the vertical acceleration of the vehicle suspension. FL A is the acceleration detected by the motion sensor at position FL. FR A is the acceleration detected by the motion sensor at position FR. RL This represents the acceleration detected by the motion sensor at position RL.

[0094] In some embodiments of this application, S102 may further include:

[0095] Acquire position information from at least three motion sensors, suspension acceleration detected by the motion sensors, and mass and moment of inertia of the vehicle suspension. Any two of the three motion sensors are located on the same target axis, which includes the front axle or the rear axle.

[0096] For each motion sensor, the first lateral distance and the first longitudinal distance between each motion sensor and the center of gravity are calculated based on the position information and the position of the vehicle's center of gravity.

[0097] The lateral motion data of the vehicle body is determined based on at least three suspension accelerations, a first lateral distance, and a first longitudinal distance;

[0098] The longitudinal motion data of the vehicle body are determined based on the mass, moment of inertia, at least three suspension accelerations, and a first longitudinal distance of the vehicle suspension.

[0099] The vertical motion data of the vehicle body is determined based on the suspension acceleration and first lateral distance corresponding to the two motion sensors on the target axis, as well as the mass and moment of inertia of the vehicle suspension.

[0100] In some embodiments of this application, the overall motion data of the vehicle can be calculated using mass, moment of inertia, and suspension acceleration, specifically using the following formulas (4)-(6): H A =[(A FL +A FR )*L1+A RL *L2] / (L1+L2) (4) P A =[A RL *L2-(A FL +A FR )*L1]*m / I Y (5) R A =(A FL *W1-A FR *W1)*m / I X (6)

[0101] Among them, RA H is the lateral acceleration of the vehicle suspension. A P is the longitudinal acceleration of the vehicle suspension. A Let A be the vertical acceleration of the vehicle suspension. FL A is the acceleration detected by the motion sensor at position FL. FR A is the acceleration detected by the motion sensor at position FR. RL I is the acceleration detected by the motion sensor at position RL. X Let I be the moment of inertia of the vehicle along the X-axis. Y Let m be the vehicle's moment of inertia along the Y-axis, and m be the vehicle's mass.

[0102] In some embodiments of this application, multiple height sensors are disposed on the vehicle suspension at positions corresponding to the vehicle wheel positions. The vehicle suspension control method provided in the embodiments of this application may further include:

[0103] Acquire height information of different positions of the vehicle suspension detected by multiple height sensors;

[0104] S102 may also include:

[0105] Based on height information and local suspension motion data at different locations on the vehicle suspension, the overall motion data of the vehicle body is determined.

[0106] Specifically, in some embodiments of this application, the height information of the vehicle suspension at different positions during vehicle movement can be obtained by a height sensor installed on the vehicle suspension. The vertical motion data of the vehicle body can be determined by the height information, and then the lateral motion data and longitudinal motion data of the vehicle body can be determined by the local motion data of the suspension at different positions.

[0107] In some embodiments of this application, the overall motion data of the vehicle body is determined by the local motion data of the suspension at different positions of the vehicle suspension. This enables a comprehensive analysis of the overall working condition of the vehicle suspension, providing a basis for controlling the electrical parameters of each shock absorber and allowing for more precise analysis of the damping force output by the shock absorber.

[0108] S103 determines the control electrical parameters of each shock absorber based on the overall motion data of the vehicle body and the motion parameter data of the vehicle, so as to enable the shock absorber to output damping force and realize the control of the vehicle suspension.

[0109] In some embodiments of this application, when controlling the vehicle suspension, the vehicle's motion parameters and the control electrical parameters of each shock absorber are comprehensively considered to determine the overall motion data of the vehicle body. That is, the overall motion data of the vehicle body is analyzed by combining the local motion data of the suspension stored at different positions of the vehicle suspension. Then, the control electrical parameters of each shock absorber are determined through the overall motion data to achieve overall control of the vehicle suspension. Compared with controlling the vehicle suspension using a 1 / 4 suspension model, this approach can comprehensively consider the influence of each shock absorber in the whole vehicle on the vehicle suspension, thereby improving the control effect of the vehicle suspension.

[0110] In some embodiments of this application, the control electrical parameters may include resident function request control electrical parameters, which can be used to control the shock absorber during normal straight-line driving of the vehicle. The resident function request control electrical parameters may be resident function request control current.

[0111] In some embodiments of this application, S103 may include:

[0112] For each shock absorber, electrical parameters are calculated based on overall motion data and vehicle motion parameter data to obtain baseline control electrical parameters;

[0113] The overall motion data of the vehicle body and the motion parameter data of the vehicle are calculated and processed by the ceiling control strategy and the floor control strategy respectively to obtain the ceiling control electrical parameters and the floor control electrical parameters.

[0114] Arbitrate the reference control electrical parameters, ground control electrical parameters, and ceiling control electrical parameters according to a preset arbitration method to obtain the first arbitration electrical parameter. The preset arbitration method is used to determine the first arbitration electrical parameter from the reference control electrical parameters, ground control electrical parameters, and ceiling control electrical parameters according to a preset priority order.

[0115] The first arbitration electrical parameter is determined as the resident function request control electrical parameter for each vibration damper.

[0116] In some embodiments of this application, in order to maintain the comfort of the vehicle during operation, it is necessary to control the damping force output by the shock absorber in real time. That is, for each shock absorber, it is first necessary to determine that the shock absorber can provide initial damping force through the reference control electrical parameters during vehicle operation, and that the reference control electrical parameters can maintain the vehicle body motion state when the vehicle encounters road excitation, balance the damping forces of the front and rear axles of the vehicle, and reduce the possibility of the vehicle pitching attitude caused by road impact. In other words, the reference control electrical parameters are used to control the output of initial damping force of the vehicle suspension to maintain the initial operation of the shock absorber.

[0117] In addition, in some embodiments of this application, the control electrical parameters of each shock absorber are determined using vehicle speed as an example of vehicle motion parameter data.

[0118] In some embodiments of this application, when determining the reference control electrical parameters, an initial electrical parameter is first preset. Then, as the vehicle moves, the reference control electrical parameters corresponding to each vehicle speed and overall motion data are determined using the vehicle speed, the lateral acceleration of the vehicle suspension, and the longitudinal acceleration of the vehicle suspension as gain values ​​and the initial electrical parameter. Subsequently, the shock absorber outputs the initial damping force according to the reference control electrical parameters.

[0119] In some embodiments of this application, in order to keep the vehicle body plane parallel to the ground during vehicle operation, the overall motion data and vehicle speed can be calculated and processed by the ceiling control strategy to obtain the ceiling control electrical parameters. The ceiling control electrical parameters are then applied to the corresponding shock absorbers to maintain the parallel state of the vehicle body plane and the ground, thereby eliminating or reducing the effect of unintended vehicle body movement and improving the first-order comfort of the vehicle.

[0120] Specifically, in some embodiments of this application, the ceiling control strategy can adopt a conventional ceiling control strategy, which is not limited here.

[0121] In some embodiments of this application, in order to improve second-order comfort during vehicle operation, the overall motion data and vehicle motion parameter data can be calculated and processed by the ground control strategy to obtain ground control electrical parameters, maintain the stability of the wheels applied to the ground, maintain the grip of the wheels, and thus improve second-order comfort during vehicle operation.

[0122] In some embodiments of this application, after obtaining the reference control electrical parameters, the ground control electrical parameters, and the ceiling control electrical parameters, the priority of the resident function request control electrical parameters can be determined based on factors such as road conditions, vehicle hardware status information, road information ahead, and load. That is, the first arbitration electrical parameter can be determined from the reference control electrical parameters, the ground control electrical parameters, and the ceiling control electrical parameters according to the preset priority order. The control electrical parameters of each shock absorber are determined through the first arbitration electrical parameter. Then, the shock absorber outputs the corresponding damping force according to the first arbitration electrical parameter, thereby realizing the control of the vehicle suspension.

[0123] In some embodiments of this application, the control electrical parameters may further include non-resident function request control electrical parameters, and S103 may further include:

[0124] When the vehicle is under the target operating condition, the non-resident function request electrical parameters of each shock absorber are determined based on the overall motion data of the vehicle body and the motion parameter data of the vehicle.

[0125] When a non-resident function requests control electrical parameters including at least two of the following: damper stop protection electrical parameters, steering electrical parameters, pulse electrical parameters, anti-pitch electrical parameters, wheel hop electrical parameters, and grip electrical parameters, the priority of each target electrical parameter is obtained.

[0126] Arbitrate the target electrical parameters according to the preset arbitration method based on the priority to obtain the second arbitration electrical parameters;

[0127] Arbitrate the first and second arbitration electrical parameters according to the preset arbitration method to obtain the non-resident function request control electrical parameters.

[0128] In some embodiments of this application, as an example, the target working condition includes at least one of wheel hop motion, steering motion, pitch motion, and being subjected to a preset road surface excitation. The non-stationary function request control electrical parameters include at least one of shock absorber stop protection electrical parameters, steering electrical parameters, pulse electrical parameters, anti-pitch electrical parameters, wheel hop electrical parameters, and grip electrical parameters.

[0129] In some embodiments of this application, when the vehicle is under at least one of the target operating conditions, the vehicle suspension is affected by the target operating conditions and needs to control the damping force output by the shock absorber through non-stationary function request electrical parameters to achieve precise control of the vehicle suspension in order to maintain vehicle comfort.

[0130] When at least two different non-resident function request electrical parameters are present, the final control electrical parameters input to the shock absorber need to be determined by the priority of each non-resident function request electrical parameter in order to ensure the normal operation of the vehicle.

[0131] Additionally, it should be noted that under each target operating condition, there is at least one non-resident function requesting control electrical parameters.

[0132] In some embodiments of this application, the non-stationary function request control electrical parameters differ depending on the target operating conditions of the vehicle. For example, when the vehicle is in wheel hop motion, the non-stationary function request is affected by the wheel hop amplitude. The vehicle may pitch, roll over, or hop. When the wheel hop amplitude is large, it may also cause the damping force output by the shock absorber to reach a threshold. Therefore, the non-stationary function request may include shock absorber stop protection electrical parameters, wheel hop electrical parameters, and anti-pitch electrical parameters. For each target operating condition, the non-stationary function request control electrical parameters need to be determined based on the overall motion data of the vehicle body and the motion parameter data of the vehicle.

[0133] The following examples illustrate how different non-resident function request control electrical parameters are determined for different target operating conditions.

[0134] Specifically, when a vehicle is subjected to a preset road surface excitation, the vehicle may experience violent movement in the vertical direction of motion, causing the maximum damping force output by the shock absorber to be insufficient to keep the vehicle suspension in balance. In this case, the shock absorber may be damaged if it is in the maximum damping force state for a long time. Therefore, it is necessary to set the shock absorber stop point protection electrical parameter. This shock absorber stop point protection electrical parameter can make the damping force output by the shock absorber less than the maximum damping force, thereby achieving good vehicle body and unsprung control.

[0135] In some embodiments of this application, the damper stop protection electrical parameters can be determined by the height of the vehicle suspension corresponding to each damper and the unsprung speed of the vehicle suspension. That is, when the height of the vehicle suspension exceeds a height threshold and / or the unsprung speed of the vehicle suspension is greater than a speed threshold, the non-stationary function request control electrical parameters are determined to include the damper stop protection electrical parameters.

[0136] In some embodiments of this application, when the vehicle is in steering motion, the non-stationary function request control electrical parameters may include steering electrical parameters corresponding to each shock absorber; determining the non-stationary function request control electrical parameters for each shock absorber based on the overall motion data of the vehicle body and the vehicle's motion parameter data may include:

[0137] For each shock absorber, the steering direction is determined based on the overall motion data of the vehicle body;

[0138] Based on the steering direction, multiple shock absorbers are classified into compression-side shock absorbers and tension-side shock absorbers;

[0139] Based on the vehicle's motion parameter data, the electrical parameters corresponding to the compression-side shock absorber and the tension-side shock absorber are retrieved from the preset shock absorber tension table and the preset shock absorber compression table, respectively, to obtain the steering electrical parameters corresponding to each shock absorber.

[0140] In some embodiments of this application, during the vehicle's steering motion, in order to maintain the balance of the vehicle suspension and the comfort of the passengers, the vehicle's steering direction is determined according to the lateral, longitudinal, and vertical running directions of the vehicle suspension. Then, the shock absorbers corresponding to each wheel are classified. That is, affected by the steering motion, the shock absorbers can be divided into compression-side shock absorbers and tension-side shock absorbers, where compression-side shock absorbers are shock absorbers in a compressed state and tension-side shock absorbers are shock absorbers in a stretched state.

[0141] For example, when the vehicle turns to the right, the shock absorber corresponding to the left wheel is a compression side shock absorber, and the shock absorber corresponding to the right wheel is a telescopic side shock absorber.

[0142] After obtaining the classification of each shock absorber, the electrical parameters corresponding to the compression-side shock absorber and the tension-side shock absorber can be found from the preset shock absorber tension table and the preset shock absorber compression table respectively, based on the vehicle's motion parameter data on one side, in order to determine the steering electrical parameters.

[0143] It should be noted that the preset shock absorber tension table is used to show the correspondence between the vehicle's motion parameters and the shock absorber's electrical parameters under tension when the vehicle is turning, while the preset shock absorber compression table is used to show the correspondence between the vehicle's motion parameters and the shock absorber's electrical parameters under compression when the vehicle is turning. Both the preset shock absorber tension table and the preset shock absorber compression table were determined through extensive experiments.

[0144] Furthermore, to ensure passenger comfort, after finding the corresponding electrical parameters for the compression-side and tension-side shock absorbers in the preset damping tension table and preset shock absorber compression table to obtain the steering electrical parameters for each shock absorber, the method may further include:

[0145] Obtain the steering electrical parameters of the shock absorber corresponding to the front axle of the vehicle and the steering electrical parameters of the shock absorber corresponding to the rear axle of the vehicle;

[0146] After the steering electrical parameters of the shock absorber corresponding to the front axle of the vehicle are applied to the shock absorber corresponding to the front axle of the vehicle and a first preset time has elapsed, the steering electrical parameters of the shock absorber corresponding to the rear axle of the vehicle are applied to the shock absorber corresponding to the rear axle of the vehicle.

[0147] In some embodiments of this application, regarding the steering electrical parameters of the shock absorbers corresponding to the front and rear axles, when applying the steering electrical parameters to the shock absorbers, the steering electrical parameters corresponding to the front axle shock absorber can be applied to the corresponding shock absorber first, and then after a first preset time, the steering electrical parameters can be applied to the shock absorber corresponding to the rear axle, so as to achieve a delay of the shock absorber corresponding to the rear axle, thereby reducing the resistance of the vehicle suspension part corresponding to the rear axle shock absorber when steering and improving the comfort of the vehicle suspension.

[0148] In some embodiments of this application, when the vehicle is in pitch motion, the non-stationary function request electrical parameters include anti-pitch electrical parameters. The non-stationary function request electrical parameters for each shock absorber are determined based on the overall motion data of the vehicle body and the vehicle's motion parameter data, including:

[0149] When the vehicle is detected to be moving from a standstill, the reference control electrical parameters are determined as anti-pitch electrical parameters;

[0150] When the vehicle stops moving, the reference control electrical parameters are determined as anti-pitch electrical parameters and the timing of applying the anti-pitch electrical parameters for each damper is determined.

[0151] The anti-pitch electrical parameters are applied to the corresponding shock absorbers at each time they are applied, so that the vehicle suspension can resist pitch motion.

[0152] In some embodiments of this application, when the vehicle is in pitch motion, the impact of the vehicle's starting speed or the change in speed when the vehicle stops will cause the vehicle suspension to nod or pitch. The nodding action is when the vehicle suspension at the front of the vehicle moves downward when the vehicle stops, causing the vehicle to nod. At this time, the reference control electrical parameters can be determined as anti-pitch parameters, and the time when the anti-pitch electrical parameters are applied to each shock absorber can be determined at the same time. Then, the anti-pitch electrical parameters are applied to the corresponding shock absorbers according to the time, so that the vehicle suspension resists pitch motion.

[0153] It is worth noting that the anti-pitch electrical parameters can be applied to each shock absorber at a time that is either after the vehicle speed has decreased to 0 for a preset duration or at a preset duration before the vehicle starts moving.

[0154] In some embodiments of this application, the target operating condition may further include dynamic control motion, anti-lock braking motion, and / or anti-slip motion. The non-stationary function request electrical parameters include grip electrical parameters. The non-stationary function request electrical parameters for each shock absorber are determined based on the overall motion data of the vehicle body and the vehicle's motion parameter data, including:

[0155] Obtain the maximum electrical parameters of the vibration damper;

[0156] The maximum electrical parameter of the shock absorber is determined as the grip force electrical parameter.

[0157] In some embodiments of this application, when the brake controller issues a dynamic control movement, anti-lock braking movement, and / or anti-slip movement signal, the vehicle enters a dynamic control movement, anti-lock braking movement, and / or anti-slip movement. At this time, the vehicle is in a dangerous movement state, and it is necessary to control the shock absorbers to maintain the balance of the vehicle body and reduce the possibility of the vehicle suspension rolling over. At this time, the maximum allowable electrical parameter of the shock absorber will be determined as the grip electrical parameter to maintain the balance of the vehicle suspension to the maximum extent and ensure the safety of the passengers.

[0158] In addition, in some embodiments of this application, when the vehicle is in the target operating condition and there are at least two non-stationary function request control electrical parameters, it is necessary to sort them according to the priority of each non-stationary function request control electrical parameter, that is, to arbitrate the non-stationary function request control electrical parameters in order to obtain the final non-stationary function request electrical parameters that can control the shock absorber.

[0159] After determining the control electrical parameters for the resident function request and the non-resident function request, a final arbitration is required between the two parameters to obtain the optimal control electrical parameters for the shock absorbers under the current operating conditions, thus ensuring the stable operation of the vehicle.

[0160] In some embodiments of this application, the vehicle suspension control method provided in this application may further include: acquiring vehicle motion state information and unsprung motion speeds of multiple wheels, wherein the motion state information includes: undulation speed, first pitch angular velocity, and first roll angular velocity; determining a first damping force corresponding to the undulation speed, a second damping force corresponding to the first pitch angular velocity, and a third damping force corresponding to the first roll angular velocity; determining a fourth damping force corresponding to each shock absorber based on the damping force distribution gain, the first damping force, the second damping force, and the third damping force; determining a first electrical parameter corresponding to each shock absorber based on the unsprung motion speeds of the multiple wheels and the fourth damping force corresponding to each shock absorber; and controlling the damping force generated by each shock absorber based on the first electrical parameter corresponding to each shock absorber to perform roof control.

[0161] As shown in Figure 4, Figure 4 is a schematic flowchart of ceiling control provided in an embodiment of this application; the ceiling control process may include the following steps:

[0162] Step 401: Obtain the vehicle's motion state information and the unsprung motion speed of multiple wheels, wherein the motion state information includes: undulation speed, first pitch angular velocity, and first roll angular velocity;

[0163] In some embodiments of this application, an accelerometer can be used to detect the vehicle's undulation speed, pitch speed, and roll speed to obtain the vehicle's motion state information; and a height sensor can be used to detect the unsprung speed of the wheels.

[0164] Step 402: Determine the first damping force corresponding to the undulation speed, the second damping force corresponding to the first pitch angular velocity, and the third damping force corresponding to the first roll angular velocity;

[0165] In some embodiments of this application, a first damping force corresponding to the undulation speed of the vehicle can be determined based on the correspondence between undulation speed and damping force.

[0166] In some embodiments of this application, the first torque corresponding to the first pitch angular velocity can be determined based on the correspondence between pitch angular velocity and vehicle torque; the quotient of the first torque and the wheelbase of the vehicle can be determined as the second damping force.

[0167] In some embodiments of this application, a second torque corresponding to a first roll angular velocity is determined based on the correspondence between roll angular velocity and vehicle torque; the quotient of the second torque and the vehicle's track width is determined as a third damping force.

[0168] In some embodiments of this application, the correspondence between undulation speed and damping force, pitch angular velocity and vehicle torque, and roll angular velocity and vehicle torque can be calibrated in advance. This application does not limit the method used to calibrate the correspondence between undulation speed and damping force, pitch angular velocity and vehicle torque, and roll angular velocity and vehicle torque. Any available method can be applied to the embodiments of this application.

[0169] Step 403: Based on the damping force distribution gain, the first damping force, the second damping force, and the third damping force, determine the fourth damping force corresponding to each damper;

[0170] In some embodiments of this application, the damping force distribution gain in the embodiments of this application includes, but is not limited to: the damping force ratio gain of each wheel, the damping force ratio gain of the front and rear axles, and the damping force ratio gain of the front and rear loads.

[0171] In some embodiments of this application, the damping force percentage gain of each wheel and the damping force percentage gain of the front and rear axles can be pre-calibrated, and the damping force percentage gain of the front and rear loads can be determined based on the front and rear loads of the vehicle. This application does not limit the method used to calibrate the damping force percentage gain of each wheel and the damping force percentage gain of the front and rear axles, nor to determine the damping force percentage gain of the front and rear loads; any available method can be applied to the embodiments of this application.

[0172] In some embodiments of this application, step 403 may include: for the first damper, determining the first component of the first damping force, the second component of the second damping force, and the third component of the third damping force corresponding to the first damper according to the damping force distribution gain; wherein the first damper is any damper; and determining the sum of the first component, the second component, and the third component as the fourth damping force corresponding to the first damper.

[0173] For example, the gain of damping force ratio of each wheel will be used as an example for illustration.

[0174] Assume the first damping force is F1, the second damping force is F2, and the third damping force is F3; the damping force gain percentages of the left front wheel, left rear wheel, right front wheel, and right rear wheel are gainFL, gainBL, gainFR, and gainBR, respectively.

[0175] For the shock absorber corresponding to the left front wheel, the first component of the first damping force is F1*gainFL, the second component of the second damping force is F2*gainFL, and the first component of the third damping force is F3*gainFL. Therefore, the fourth damping force corresponding to the shock absorber of the left front wheel is: F1*gainFL + F2*gainFL + F3*gainFL.

[0176] For the shock absorber corresponding to the left rear wheel, the first component of the first damping force is F1*gainBL, the second component of the second damping force is F2*gainBL, and the first component of the third damping force is F3*gainBL. Then the fourth damping force corresponding to the shock absorber of the left rear wheel is: F1*gainBL+F2*gainBL+F3*gainBL.

[0177] For the shock absorber corresponding to the right front wheel, the first component of the first damping force is F1*gainFR, the second component of the second damping force is F2*gainFR, and the first component of the third damping force is F3*gainFR. Then the fourth damping force corresponding to the shock absorber of the right front wheel is: F1*gainFR+F2*gainFR+F3*gainFR.

[0178] For the shock absorber corresponding to the right rear wheel, the first component of the first damping force is F1*gainBR, the second component of the second damping force is F2*gainBR, and the first component of the third damping force is F3*gainBR. Then the fourth damping force corresponding to the shock absorber of the right rear wheel is: F1*gainBR+F2*gainBR+F3*gainBR.

[0179] Step 404: Determine the first electrical parameters corresponding to each shock absorber based on the unsprung motion speed of multiple wheels and the fourth damping force corresponding to each shock absorber.

[0180] In some embodiments of this application, the electrical parameters include current or voltage.

[0181] In some embodiments of this application, step 404 may include: for the second shock absorber, when the unsprung speed of the wheel corresponding to the second shock absorber is greater than 0, determining the electrical parameters corresponding to the second shock absorber based on the first correspondence, the fourth damping force corresponding to the second shock absorber, and the unsprung speed of the wheel corresponding to the second shock absorber; wherein, the second shock absorber is any shock absorber, and the first correspondence is the correspondence between the unsprung speed, the damping force, and the electrical parameters when the unsprung speed is greater than 0.

[0182] In some embodiments of this application, the first correspondence can be stored in a shock absorber tensile characteristic table, wherein the shock absorber tensile characteristic table stores the correspondence between unsprung motion speed, damping force and electrical parameters.

[0183] For example, taking the shock absorber corresponding to the left front wheel as an example, when the unsprung speed of the left front wheel is greater than 0, the electrical parameters corresponding to the unsprung speed and the fourth damping force of the left front wheel are found in the shock absorber tension characteristic table, and the electrical parameters corresponding to the shock absorber corresponding to the left front wheel are obtained.

[0184] In some embodiments of this application, step 404 may further include: for the second shock absorber, when the unsprung speed of the wheel corresponding to the second shock absorber is less than 0, determining the electrical parameters corresponding to the fourth damping force of the second shock absorber based on the second correspondence, the fourth damping force corresponding to the second shock absorber, and the unsprung speed of the wheel corresponding to the second shock absorber; wherein, the second correspondence is the correspondence between the unsprung speed, the damping force, and the electrical parameters when the unsprung speed is less than 0.

[0185] In some embodiments of this application, the second correspondence can be stored in a damper compression characteristic table, wherein the damper compression characteristic table stores the correspondence between unsprung motion speed, damping force and electrical parameters.

[0186] For example, taking the shock absorber corresponding to the left front wheel as an example, when the unsprung speed of the left front wheel is less than 0, the electrical parameters corresponding to the unsprung speed and the fourth damping force of the left front wheel are found in the shock absorber lookup characteristic table, and the electrical parameters corresponding to the shock absorber corresponding to the left front wheel are obtained.

[0187] Step 405: Control the damping force generated by each shock absorber according to the first electrical parameter corresponding to each shock absorber to control the ceiling.

[0188] In some embodiments of this application, in step 405, for each damper, a corresponding electrical parameter can be applied to each damper to control the damping force generated by each damper.

[0189] For example, for the shock absorber corresponding to the left front wheel, the electrical parameters corresponding to the shock absorber corresponding to the left front wheel that were found above are applied to the shock absorber corresponding to the left front wheel to control the damping force generated by the shock absorber corresponding to the left front wheel.

[0190] In this embodiment, the vehicle's undulation speed, first pitch angle speed, first roll angle speed, and unsprung motion speed of multiple wheels are acquired. A first damping force corresponding to the undulation speed, a second damping force corresponding to the first pitch angle speed, and a third damping force corresponding to the first roll angle speed are determined. Based on the damping force distribution gain, the first damping force, the second damping force, and the third damping force, a fourth damping force corresponding to each shock absorber is determined. Based on the unsprung motion speed of the multiple wheels and the fourth damping force corresponding to each shock absorber, a first electrical parameter corresponding to each shock absorber is determined. Based on the first electrical parameter corresponding to each shock absorber, the damping force generated by each shock absorber is controlled for roof control. In this way, the damping force can be rationally distributed to each shock absorber, improving vehicle driving safety and ride comfort.

[0191] In some embodiments of this application, the vehicle suspension control method provided in this application may further include: receiving the steering wheel rotation speed transmitted by the vehicle's steering controller, the wheel speeds of multiple wheels transmitted by the brake controller, and the unsprung vertical velocities of multiple wheels detected by the height sensor; comparing the steering wheel rotation speed with a steering wheel rotation speed threshold; and, if the steering wheel rotation speed is less than or equal to the steering wheel rotation speed threshold, identifying the wheel that is bouncing among the multiple wheels based on the wheel speeds of the multiple wheels and the unsprung vertical velocities of the multiple wheels.

[0192] As shown in Figure 5, Figure 5 is a schematic diagram of a process for identifying wheel bouncy according to an embodiment of this application; the process for identifying wheel bouncy may include the following steps:

[0193] Step 501: Receive the steering wheel speed transmitted by the vehicle's steering controller, the wheel speeds of multiple wheels transmitted by the brake controller, and the unsprung vertical speeds of multiple wheels detected by the height sensor.

[0194] In some embodiments of this application, a steering controller is a device for controlling the steering of a vehicle. It adjusts the steering force and direction of the steering gear according to the driver's operation of the steering wheel and the vehicle's driving state to control the vehicle's steering. A brake controller is a device for controlling the stopping or deceleration of a vehicle. It controls the wheel speed of the vehicle according to the driver's operation of the brakes (i.e., braking) to stop or decelerate the vehicle. A height sensor is a sensor used in a vehicle suspension. Its main function is to detect the relative displacement between the vehicle and the lower suspension arm or lower bracket of the shock absorber corresponding to the wheel. This relative displacement can determine the unsprung vertical velocity corresponding to the wheel, where the unsprung vertical velocity is the velocity of the unsprung mass (e.g., the wheel) in the vertical direction.

[0195] In some embodiments of this application, steering wheel speed and wheel speed can be transmitted via a Controller Area Network (CAN) bus.

[0196] Step 502: Compare the steering wheel speed with the steering wheel speed threshold;

[0197] Step 503: When the steering wheel speed is less than or equal to the steering wheel speed threshold, identify the wheel that is bouncing among the multiple wheels based on the wheel speed of the multiple wheels and the unsprung vertical speed of the multiple wheels respectively.

[0198] In some embodiments of this application, step 503 may include: for a first wheel, calculating the absolute value of the difference between the wheel speed of the first wheel and the average wheel speed; wherein the first wheel is any one of a plurality of wheels, and the average wheel speed is the average of the wheel speeds of the plurality of wheels; if the absolute value is greater than or equal to a wheel speed threshold, comparing the unsprung vertical velocity corresponding to the first wheel with the unsprung vertical velocity threshold; if the unsprung vertical velocity corresponding to the first wheel is greater than or equal to the unsprung vertical velocity threshold, determining that the first wheel has bounced.

[0199] In some embodiments of this application, the steering wheel speed threshold, wheel speed threshold, and unsprung vertical speed threshold can be pre-calibrated. This application does not limit the method of calibrating the steering wheel speed threshold, wheel speed threshold, and unsprung vertical speed threshold; any available method can be applied to the embodiments of this application.

[0200] For example, assume that the wheel speeds of the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle are obtained as WheelSpd_FL, WheelSpd_FR, WheelSpd_BL, and WheelSpd_BR, respectively; and the unsprung vertical velocities of the left front wheel, right front wheel, left rear wheel, and right rear wheel are Damper V_FL, Damper V_FR, Damper V_BL, and Damper V_BR, respectively. The average value of WheelSpd_FL, WheelSpd_FR, WheelSpd_BL, and WheelSpd_BR is V. M .

[0201] For the left front wheel, when |WheelSpd_FL-V M |When the wheel speed threshold is greater than or equal to the wheel speed threshold and the damper V_FL is greater than or equal to the unsprung vertical speed threshold, it is determined that the left front wheel is bouncing.

[0202] For the right front wheel, when |WheelSpd_FR-V M|When the wheel speed threshold is greater than or equal to the wheel speed threshold and the damper V_FR is greater than or equal to the unsprung vertical speed threshold, it is determined that the right front wheel is bouncing.

[0203] For the left rear wheel, when |WheelSpd_BL-V M |When the wheel speed threshold is greater than or equal to the wheel speed threshold and the damper V_BL is greater than or equal to the unsprung vertical speed threshold, it is determined that the left rear wheel is bouncing.

[0204] For the right rear wheel, when |WheelSpd_BR-V M |When the wheel speed threshold is greater than or equal to the wheel speed threshold and the damper V_BR is greater than or equal to the unsprung vertical speed threshold, it is determined that the right rear wheel is bouncing.

[0205] In this embodiment, the system receives the steering wheel rotation speed transmitted from the vehicle's steering controller, the wheel speeds of multiple wheels transmitted from the brake controller, and the unsprung vertical velocities of multiple wheels detected by the height sensor. It then compares the steering wheel rotation speed with a steering wheel rotation speed threshold. If the steering wheel rotation speed is less than or equal to the steering wheel rotation speed threshold, it determines that multiple wheels are hopping based on the wheel speeds and unsprung vertical velocities. This allows for wheel hop detection during vehicle operation.

[0206] In some embodiments of this application, the vehicle suspension control method provided in this application may further include: controlling the shock absorber corresponding to the first wheel to generate damping force according to pre-calibrated control electrical parameters, so as to suppress the first wheel bounce.

[0207] In some embodiments of this application, the electrical parameters include current or voltage.

[0208] In some embodiments of this application, controlling the damper corresponding to the first wheel to generate damping force according to pre-calibrated control electrical parameters can be achieved by applying pre-calibrated control electrical parameters to the damper corresponding to the first wheel.

[0209] Typically, when a vehicle travels at high speed on a road section with continuous and significant road surface excitation, the vehicle's suspension frequency may converge with the road surface excitation frequency, triggering resonance and causing the wheels to continuously bounce vertically on that section of road. Based on this, pre-calibrated control electrical parameters can be applied to the shock absorbers corresponding to each wheel to control the damping force generated by the shock absorbers. At this point, the damping force generated by the shock absorbers changes, the vehicle's suspension frequency changes, thereby eliminating resonance and preventing the wheels from bouncing, thus suppressing wheel bounce.

[0210] In the embodiments of this application, wheel bounce can be suppressed, thereby improving ride comfort and driving safety.

[0211] In some embodiments of this application, the vehicle suspension control method provided in this application may further include: determining that the first wheel has not bounced when the absolute value of the difference between the wheel speed of the first wheel and the average wheel speed is greater than or equal to a wheel speed threshold.

[0212] For example, assume that the wheel speeds of the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle are obtained as WheelSpd_FL, WheelSpd_FR, WheelSpd_BL, and WheelSpd_BR, respectively; and the unsprung vertical velocities of the left front wheel, right front wheel, left rear wheel, and right rear wheel are Damper V_FL, Damper V_FR, Damper V_BL, and Damper V_BR, respectively. The average value of WheelSpd_FL, WheelSpd_FR, WheelSpd_BL, and WheelSpd_BR is V. M .

[0213] For the left front wheel, when |WheelSpd_FL-V M When the speed is less than the wheel speed threshold, it is determined that the left front wheel is not bouncing.

[0214] For the right front wheel, when |WheelSpd_FR-V M When the speed is less than the wheel speed threshold, it is determined that the right front wheel is not bouncing.

[0215] For the left rear wheel, when |WheelSpd_BL-V M When the speed is less than the wheel speed threshold, it is determined that the left rear wheel has not bounced.

[0216] For the right rear wheel, when |WheelSpd_BR-V M When the speed is less than the wheel speed threshold, it is determined that the right rear wheel has not bounced.

[0217] In some embodiments of this application, the vehicle suspension control method provided in this application may further include: determining that the first wheel has not bounced when the unsprung vertical velocity corresponding to the first wheel is less than the unsprung vertical velocity threshold.

[0218] For example, assume that the wheel speeds of the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle are obtained as WheelSpd_FL, WheelSpd_FR, WheelSpd_BL, and WheelSpd_BR, respectively; and the unsprung vertical velocities of the left front wheel, right front wheel, left rear wheel, and right rear wheel are Damper V_FL, Damper V_FR, Damper V_BL, and Damper V_BR, respectively. The average value of WheelSpd_FL, WheelSpd_FR, WheelSpd_BL, and WheelSpd_BR is VM.

[0219] For the left front wheel, if |WheelSpd_FL-VM| is greater than or equal to the wheel speed threshold but the damper V_FL is less than the unsprung vertical speed threshold, it is determined that the left front wheel has not bounced.

[0220] For the right front wheel, if |WheelSpd_FR-VM| is greater than or equal to the wheel speed threshold but the damper V_FR is less than the unsprung vertical speed threshold, it is determined that the right front wheel has not bounced.

[0221] For the left rear wheel, if |WheelSpd_BL-VM| is greater than or equal to the wheel speed threshold but the damper V_BL is less than the unsprung vertical speed threshold, it is determined that the left rear wheel has not bounced.

[0222] For the right rear wheel, if |WheelSpd_BR-VM| is greater than or equal to the wheel speed threshold but Damper V_BR is less than the unsprung vertical speed threshold, it is determined that the right rear wheel has not bounced.

[0223] In some embodiments of this application, the vehicle suspension control method provided in this application may further include: determining that multiple wheels have not bounced when the steering wheel speed is greater than the steering wheel speed threshold.

[0224] When the steering wheel speed is greater than the steering wheel speed threshold, it is determined that none of the multiple wheels have bounced.

[0225] Figure 6 is a schematic diagram of the process of identifying wheel bouncy according to an embodiment of this application. The process of identifying wheel bouncy includes the following steps:

[0226] Step 601: Obtain the steering wheel speed, the wheel speed of each wheel among the multiple wheels, and the unsprung vertical speed of each of the multiple wheels;

[0227] Step 602: Determine whether the steering wheel speed is less than or equal to the steering wheel speed threshold. If yes, proceed to step 603; otherwise, proceed to step 608.

[0228] Step 603: For each of the multiple wheels, determine whether the difference between the wheel speed of the wheel and the average wheel speed of the multiple wheels is greater than or equal to the wheel speed threshold. If yes, proceed to step 604; otherwise, proceed to step 607.

[0229] Step 604: Determine whether the unsprung vertical velocity corresponding to the wheel is greater than or equal to the unsprung vertical velocity threshold. If yes, proceed to step 605; otherwise, proceed to step 607.

[0230] Step 605: Determine that the wheel has bounced;

[0231] Step 606: Apply pre-calibrated control electrical parameters to the shock absorber corresponding to the wheel to change the damping force generated by the shock absorber, thereby changing the natural frequency of the vehicle suspension and suppressing wheel bounce.

[0232] Step 607: Confirm that the wheel has not bounced;

[0233] Step 608: Confirm that none of the multiple wheels have experienced wheel bounce.

[0234] The implementation process of each step in the process of identifying wheel bounce can be referred to the description in the embodiment shown in Figure 5, and will not be repeated here in the embodiments of this application.

[0235] Referring to Figure 7, this application embodiment provides a vehicle suspension control device 700, which may include:

[0236] The acquisition module 701 can be used to acquire local motion data of the suspension at different positions of the vehicle suspension and motion parameter data of the vehicle.

[0237] The determination module 702 can be used to determine the overall motion data of the vehicle body based on the local motion data of the suspension at different positions of the vehicle suspension; and to determine the control electrical parameters of each control shock absorber based on the overall motion data of the vehicle body and the motion parameter data of the vehicle, so as to enable the shock absorber to output damping force and realize the control of the vehicle suspension.

[0238] In some embodiments of this application, the control electrical parameters include resident function request control electrical parameters, and the determination module 702 can also be used for:

[0239] For each shock absorber, electrical parameters are calculated based on the overall motion data and the vehicle's motion parameter data to obtain the reference control electrical parameters, which are used to control the initial damping force output by the vehicle suspension.

[0240] The overall motion data of the vehicle body and the motion parameter data of the vehicle are calculated and processed by the ceiling control strategy and the floor control strategy respectively to obtain the ceiling control electrical parameters and the floor control electrical parameters.

[0241] Arbitrate the reference control electrical parameters, ground control electrical parameters, and ceiling control electrical parameters according to a preset arbitration method to obtain the first arbitration electrical parameter. The preset arbitration method is used to determine the first arbitration electrical parameter from the reference control electrical parameters, ground control electrical parameters, and ceiling control electrical parameters according to a preset priority order.

[0242] The first arbitration electrical parameter is determined as the resident function request control electrical parameter for each vibration damper.

[0243] In some embodiments of this application, the control electrical parameters include non-resident function request control electrical parameters, and the determination module 702 can also be used for:

[0244] When the vehicle is under the target operating condition, the non-stationary function request electrical parameters of each shock absorber are determined based on the overall motion data of the vehicle body and the motion parameter data of the vehicle. The target operating condition includes at least one of wheel hop motion, steering motion, pitch motion, and being subjected to preset road surface excitation. The non-stationary function request control electrical parameters include at least one of shock absorber stop protection electrical parameters, steering electrical parameters, pulse electrical parameters, anti-pitch electrical parameters, wheel hop electrical parameters, and grip electrical parameters.

[0245] When the non-stationary function request control electrical parameters include at least two of the following: shock absorber stop protection electrical parameters, steering electrical parameters, pulse electrical parameters, anti-pitch electrical parameters, wheel hop electrical parameters, and grip electrical parameters, obtain the priority of each non-stationary function request control electrical parameter;

[0246] Based on priority, the electrical parameters of the non-resident function request are arbitrated according to a preset arbitration method to obtain the second arbitration electrical parameters.

[0247] Arbitrate the first and second arbitration electrical parameters according to the preset arbitration method to obtain the non-resident function request control electrical parameters.

[0248] In some embodiments of this application, when the vehicle is in steering motion, the non-stationary function request control electrical parameters include the steering electrical parameters corresponding to each shock absorber; the determination module 702 can also be used for:

[0249] For each shock absorber, the steering direction is determined based on the overall motion data of the vehicle body;

[0250] Based on the steering direction, multiple shock absorbers are classified into compression-side shock absorbers and tension-side shock absorbers;

[0251] Based on the vehicle's motion parameter data, the electrical parameters corresponding to the compression-side and tension-side shock absorbers are looked up from the preset shock absorber tension table and preset shock absorber compression table, respectively, to obtain the steering electrical parameters corresponding to each shock absorber. The preset shock absorber tension table is used to show the correspondence between the vehicle's motion parameter data and the shock absorber electrical parameters in the tension state when the vehicle is turning, and the preset shock absorber compression table is used to show the correspondence between the vehicle's motion parameter data and the shock absorber electrical parameters in the compression state when the vehicle is turning.

[0252] In some embodiments of this application, the determining module 702 may also be used for:

[0253] Obtain the steering electrical parameters of the shock absorber corresponding to the front axle of the vehicle and the steering electrical parameters of the shock absorber corresponding to the rear axle of the vehicle;

[0254] After the steering electrical parameters of the shock absorber corresponding to the front axle of the vehicle are applied to the shock absorber corresponding to the front axle of the vehicle and a first preset time has elapsed, the steering electrical parameters of the shock absorber corresponding to the rear axle of the vehicle are applied to the shock absorber corresponding to the rear axle of the vehicle.

[0255] In some embodiments of this application, when the vehicle is in pitch motion, the non-stationary function request electrical parameters include anti-pitch electrical parameters, and the determination module 702 can also be used for:

[0256] When the vehicle is detected to be moving from a standstill, the reference control electrical parameters are determined as anti-pitch electrical parameters;

[0257] When the vehicle stops moving, the reference control electrical parameters are determined as anti-pitch electrical parameters and the timing of applying the anti-pitch electrical parameters for each damper is determined.

[0258] The anti-pitch electrical parameters are applied to the corresponding shock absorbers at each time they are applied, so that the vehicle suspension can resist pitch motion.

[0259] In some embodiments of this application, the target operating condition further includes dynamic control motion, anti-lock motion, and / or anti-slip motion; the non-stationary function request electrical parameters include grip force electrical parameters; and the determination module 702 can also be used for:

[0260] Obtain the maximum electrical parameters of the vibration damper;

[0261] The maximum electrical parameter of the shock absorber is determined as the grip force electrical parameter.

[0262] In some embodiments of this application, motion sensors are provided at at least three locations on the vehicle body. Local suspension motion data includes suspension acceleration, and overall motion data includes lateral motion data, longitudinal motion data, and vertical motion data of the vehicle body. The determination module 702 can also be used for:

[0263] Acquire position information from at least three motion sensors, with any two of the three motion sensors located on the same target axis, which includes the front axis or the rear axis;

[0264] For each motion sensor, the first lateral distance and the first longitudinal distance between each motion sensor and the center of gravity are calculated based on the position information and the position of the vehicle's center of gravity.

[0265] The lateral motion data of the vehicle body is determined based on the suspension acceleration corresponding to two motion sensors on the target axis and the first lateral distance of any motion sensor on the target axis.

[0266] The longitudinal motion data and vertical motion data of the vehicle body are determined based on the first longitudinal distance, the first lateral distance, and the suspension acceleration corresponding to at least three motion sensors, respectively.

[0267] In some embodiments of this application, motion sensors are provided at at least three locations on the vehicle body. The overall motion data includes lateral motion data, longitudinal motion data, and vertical motion data of the vehicle body. The determination module 702 can also be used for:

[0268] Acquire position information from at least three motion sensors, suspension acceleration detected by the motion sensors, and mass and moment of inertia of the vehicle suspension. Any two of the three motion sensors are located on the same target axis, which includes the front axle or the rear axle.

[0269] For each motion sensor, the first lateral distance and the first longitudinal distance between each motion sensor and the center of gravity are calculated based on the position information and the position of the vehicle's center of gravity.

[0270] The lateral motion data of the vehicle body is determined based on at least three suspension accelerations, a first lateral distance, and a first longitudinal distance;

[0271] The longitudinal motion data of the vehicle body are determined based on the mass, moment of inertia, at least three suspension accelerations, and a first longitudinal distance of the vehicle suspension.

[0272] The vertical motion data of the vehicle body is determined based on the suspension acceleration and first lateral distance corresponding to the two motion sensors on the target axis, as well as the mass and moment of inertia of the vehicle suspension.

[0273] In some embodiments of this application, multiple height sensors are installed on the vehicle suspension at positions corresponding to the vehicle wheel positions; the determination module 702 can also be used for:

[0274] Acquire height information of different positions of the vehicle suspension detected by multiple height sensors;

[0275] Based on the local motion data of the suspension at different locations, the overall motion data of the vehicle body is determined, including:

[0276] Based on height information and local suspension motion data at different locations on the vehicle suspension, the overall motion data of the vehicle body is determined.

[0277] In some embodiments of this application, the acquisition module 701 may also be used for:

[0278] The motion state information of the vehicle and the unsprung motion speed of multiple wheels are acquired. The motion state information includes: undulation speed, first pitch speed and first roll speed.

[0279] The determination module 702 can also be used for:

[0280] Determine the first damping force corresponding to the undulation speed, the second damping force corresponding to the first pitch angular velocity, and the third damping force corresponding to the first roll angular velocity; determine the fourth damping force corresponding to each shock absorber based on the damping force distribution gain, the first damping force, the second damping force, and the third damping force; determine the first electrical parameter corresponding to each shock absorber based on the unsprung motion speed of multiple wheels and the fourth damping force corresponding to each shock absorber.

[0281] The vehicle suspension control device 700 may also include:

[0282] The control module is used to control the damping force generated by each shock absorber according to the first electrical parameter corresponding to each shock absorber, so as to control the ceiling.

[0283] In this embodiment, the vehicle's undulation speed, first pitch angle speed, first roll angle speed, and unsprung motion speed of multiple wheels are acquired. A first damping force corresponding to the undulation speed, a second damping force corresponding to the first pitch angle speed, and a third damping force corresponding to the first roll angle speed are determined. Based on the damping force distribution gain, the first damping force, the second damping force, and the third damping force, a fourth damping force corresponding to each shock absorber is determined. Based on the unsprung motion speed of the multiple wheels and the fourth damping force corresponding to each shock absorber, a first electrical parameter corresponding to each shock absorber is determined. Based on the first electrical parameter corresponding to each shock absorber, the damping force generated by each shock absorber is controlled for roof control. In this way, the damping force can be rationally distributed to each shock absorber, improving vehicle driving safety and ride comfort.

[0284] In some embodiments of this application, the determining module 702 may specifically be used for:

[0285] Based on the relationship between pitch angular velocity and vehicle torque, determine the first torque corresponding to the first pitch angular velocity;

[0286] The ratio of the first torque to the vehicle's wheelbase is determined as the second damping force.

[0287] In some embodiments of this application, the determining module 702 may specifically be used for:

[0288] Based on the relationship between roll rate and vehicle torque, determine the second torque corresponding to the first roll rate;

[0289] The quotient of the second torque and the vehicle's track width is determined as the third damping force.

[0290] In some embodiments of this application, the determining module 702 may specifically be used for:

[0291] For the first damper, based on the damping force distribution gain, the first component of the first damping force, the second component of the second damping force, and the third component of the third damping force corresponding to the first damper are determined; wherein, the first damper can be any damper.

[0292] The sum of the first, second, and third components is determined as the fourth damping force corresponding to the first damper.

[0293] In some embodiments of this application, the determining module 702 may specifically be used for:

[0294] For the second shock absorber, when the unsprung speed of the wheel corresponding to the second shock absorber is greater than 0, the electrical parameters corresponding to the second shock absorber are determined according to the first correspondence, the fourth damping force corresponding to the second shock absorber, and the unsprung speed of the wheel corresponding to the second shock absorber; wherein, the second shock absorber is any shock absorber, and the first correspondence is the correspondence between the unsprung speed, the damping force, and the electrical parameters when the unsprung speed is greater than 0.

[0295] In some embodiments of this application, the determining module 702 may also be used for:

[0296] For the second shock absorber, when the unsprung speed of the wheel corresponding to the second shock absorber is less than 0, the electrical parameters corresponding to the second shock absorber are determined according to the second correspondence, the fourth damping force corresponding to the second shock absorber, and the unsprung speed of the wheel corresponding to the second shock absorber; wherein, the second correspondence is the correspondence between the unsprung speed, the damping force, and the electrical parameters when the unsprung speed is less than 0.

[0297] In some embodiments of this application, the acquisition module 701 may also be used for:

[0298] It receives the steering wheel speed transmitted by the vehicle's steering controller, the wheel speed of multiple wheels transmitted by the brake controller, and the unsprung vertical velocity of multiple wheels detected by the height sensor.

[0299] The vehicle suspension control device 700 may also include:

[0300] The comparison module is used to compare the steering wheel speed with the steering wheel speed threshold.

[0301] The identification module is used to identify the wheel that is bouncing among multiple wheels based on the wheel speed and the unsprung vertical velocity of each wheel when the steering wheel speed is less than or equal to a steering wheel speed threshold.

[0302] In some embodiments of this application, the system receives the steering wheel rotation speed transmitted by the vehicle's steering controller, the wheel speeds of multiple wheels transmitted by the brake controller, and the unsprung vertical velocities of multiple wheels detected by the height sensor; compares the steering wheel rotation speed with a steering wheel rotation speed threshold; and, if the steering wheel rotation speed is less than or equal to the steering wheel rotation speed threshold, identifies the wheel that is bouncing based on the wheel speeds of the multiple wheels and the unsprung vertical velocities of the multiple wheels. This enables wheel bounce detection during vehicle operation.

[0303] In some embodiments of this application, the identification module in these embodiments may specifically be used for:

[0304] For the first wheel, calculate the absolute value of the difference between the wheel speed of the first wheel and the average wheel speed; where the first wheel is any one of multiple wheels, and the average wheel speed is the average of the wheel speeds of the multiple wheels.

[0305] If the absolute value of the difference between the wheel speed of the first wheel and the average wheel speed is greater than or equal to the wheel speed threshold, compare the unsprung vertical velocity of the first wheel with the unsprung vertical velocity threshold.

[0306] If the unsprung vertical velocity of the first wheel is greater than or equal to the unsprung vertical velocity threshold, it is determined that the first wheel has bounced.

[0307] In some embodiments of this application, the identification module in these embodiments may also be used for:

[0308] If the absolute value of the difference between the wheel speed of the first wheel and the average wheel speed is less than the wheel speed threshold, it is determined that the first wheel has not bounced.

[0309] In some embodiments of this application, the identification module in these embodiments may also be used for:

[0310] If the unsprung vertical velocity of the first wheel is less than the unsprung vertical velocity threshold, it is determined that the first wheel has not bounced.

[0311] In some embodiments of this application, the wheel bounce recognition device 300 provided in this application may further include:

[0312] The suppression module is used to control the damper corresponding to the first wheel to generate damping force according to the pre-calibrated control electrical parameters, so as to suppress the bouncing of the first wheel.

[0313] In some embodiments of this application, the identification module in these embodiments may also be used for:

[0314] When the steering wheel speed is greater than the steering wheel speed threshold, it is determined that multiple wheels are not bouncing.

[0315] This application also provides a vehicle suspension control system. Referring to FIG8, FIG8 shows a schematic diagram of the structure of the vehicle suspension control system 80.

[0316] The vehicle suspension control system 80 includes a signal acquisition and processing module 81 and a suspension control module 82.

[0317] In some embodiments of this application, the signal acquisition and processing module 81 can acquire vehicle motion parameter data and local motion data at different positions of the vehicle suspension, and determine the overall motion data of the vehicle body based on the vehicle motion parameter data and the local motion data of the vehicle suspension, so that the suspension control module 82 can output the control electrical parameters of each shock absorber based on the overall motion data of the vehicle body, thereby realizing the control of the vehicle suspension.

[0318] Specifically, the signal acquisition and processing module 81 can also acquire data collected by other systems in the vehicle. For example, it can obtain vehicle hardware status information, network management information, road information ahead, vehicle load information, and vehicle fault information through the vehicle's overall controller. In other words, the signal acquisition and processing module can connect to other control systems in the vehicle via a bus or other connection methods to obtain information from within the vehicle.

[0319] In some embodiments of this application, the signal acquisition and processing module 81 and the suspension control module 82 can be integrated together. At the same time, the suspension control module 82 can also directly communicate with other systems in the vehicle to obtain vehicle hardware status information, network management information, road information ahead, vehicle load information, and vehicle fault information.

[0320] In some embodiments of this application, in order to improve the control effect of the vehicle suspension, the signal acquisition and processing module 81 can also receive the driving mode input by the driver, and then the suspension control module 82 uses the driving mode as a gain to adjust the resident function request control electrical parameters or the non-resident function request control electrical parameters, so that the control effect of the vehicle suspension is more in line with the driving mode input by the driver and improves the driver's driving experience.

[0321] In some embodiments of this application, the suspension control module 82 can execute the above-described vehicle suspension control method to determine the control electrical parameters of each shock absorber in the vehicle and output the control electrical parameters of each shock absorber to the corresponding shock absorber, so as to achieve overall control of the vehicle suspension.

[0322] When controlling the vehicle suspension, the overall motion data of the vehicle body is determined by comprehensively considering the vehicle's motion parameters and the control electrical parameters of each shock absorber. This involves analyzing the overall motion data of the vehicle body by combining the local motion data of the suspension stored at different locations. The control electrical parameters of each shock absorber are then determined based on the overall motion data to achieve overall control of the vehicle suspension. Compared to controlling the vehicle suspension using a 1 / 4 suspension model, this approach comprehensively considers the influence of each shock absorber on the vehicle suspension, thereby improving the control effect of the vehicle suspension.

[0323] In some specific embodiments, the suspension control module 82 may include a resident function request module and a non-resident function request module, wherein the resident function request module is used to output resident function request control electrical parameters, and the non-resident function request module is used to output non-resident function request control electrical parameters.

[0324] Specifically, the resident function request module may include a reference submodule, a ceiling control submodule, a floor control submodule, and a first arbitration submodule. The reference submodule can be used to calculate reference control electrical parameters based on overall motion data and vehicle motion parameter data to control the vehicle suspension to output initial damping force. The ceiling control submodule is configured with a ceiling control strategy to obtain ceiling control electrical parameters, and the floor control submodule is configured with a floor control strategy to obtain floor control electrical parameters. The first arbitration submodule is used to determine the first arbitration electrical parameter based on the reference control electrical parameters, floor control electrical parameters, and ceiling control electrical parameters according to a preset priority order.

[0325] It is worth noting that in some embodiments of this application, the ceiling control strategy and the floor control strategy are existing control strategies, and will not be described in detail here.

[0326] In some embodiments of this application, the non-resident function request module may include a stop protection submodule, a steering control submodule, a pulse control submodule, an anti-pitch submodule, a wheel hop suppression submodule, and a grip optimization submodule.

[0327] In some embodiments of this application, the stop protection submodule can be used to output the stop protection electrical parameters of the shock absorber. That is, the stop protection submodule can be set with a maximum control electrical parameter threshold and a minimum control electrical parameter threshold for each shock absorber. The maximum control electrical parameter threshold is less than the maximum electrical parameter that the shock absorber can output, and the minimum control electrical parameter threshold is greater than the minimum electrical parameter that the shock absorber can output. In other words, when the vehicle encounters the target working condition, the stop protection submodule can control the control electrical parameters output by the shock absorber to be between the maximum control electrical parameter threshold and the minimum control electrical parameter threshold, so as to reduce the possibility of damage to the shock absorber.

[0328] In some embodiments of this application, the steering control submodule can be used to output steering electrical parameters. That is, the steering control submodule can determine whether the vehicle is in steering motion based on the overall motion data of the vehicle body and the motion parameter data of the vehicle. If it is in steering motion, the steering control submodule can determine the steering electrical parameters based on the overall motion data of the vehicle body and the motion parameter data of the vehicle, and output the corresponding steering electrical parameters to each shock absorber.

[0329] In some embodiments of this application, the pulse control submodule can output pulse electrical parameters based on the road excitation collected by the signal acquisition and processing module, so as to better control the movement of the vehicle body and vehicle suspension.

[0330] In some embodiments of this application, the wheel hop control submodule is used to detect whether the vehicle is in wheel hop motion. When the vehicle is in wheel hop motion, the wheel hop control submodule determines the wheel hop electrical parameters of each shock absorber to control each shock absorber to output the corresponding damping force according to the corresponding wheel hop electrical parameters in order to suppress wheel hop motion.

[0331] In some embodiments of this application, the anti-pitch submodule can determine whether the vehicle is in pitch motion based on the overall motion data of the vehicle body and the motion parameter data of the vehicle. If the vehicle is in pitch motion, the anti-pitch submodule can determine the anti-pitch electrical parameters based on the overall motion data of the vehicle body and the motion parameter data of the vehicle to suppress the pitch motion of the vehicle.

[0332] Specifically, pitching motion can be the head-up motion when the vehicle starts moving, or the head-down motion when the vehicle stops moving.

[0333] In some embodiments of this application, the grip optimization submodule can output grip electrical parameters to coordinate with dynamic control movement, anti-lock braking movement and / or anti-slip movement when the vehicle is in dynamic control movement, anti-lock braking movement and / or anti-slip movement.

[0334] In some embodiments of this application, the suspension control module 82 may further include an arbitration module. The arbitration module can determine the control electrical parameters of each shock absorber finally output by the suspension control module according to a preset arbitration strategy. That is, it sorts the control electrical parameters of the resident function request and the control electrical parameters of the non-resident function request according to priority, and finally obtains the control electrical parameters of each shock absorber. The control electrical parameters are then input to each shock absorber so that each shock absorber outputs the corresponding damping force according to the corresponding control electrical parameters, thereby improving the control effect of the vehicle suspension.

[0335] Figure 9 shows a schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application.

[0336] An electronic device may include a processor 901 and a memory 902 storing computer program instructions.

[0337] Specifically, the processor 901 may include a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0338] Memory 902 may include mass storage for data or instructions. For example, and not limitingly, memory 902 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. In one instance, memory 902 may include removable or non-removable (or fixed) media, or memory 902 may be non-volatile solid-state memory. Memory 902 may be internal or external to the integrated gateway disaster recovery device.

[0339] In one instance, memory 902 may be read-only memory (ROM). In one instance, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically rewritable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0340] Memory 902 may include read-only memory (ROM), random access memory (RAM), disk storage media device, optical storage media device, flash memory device, electrical, optical, or other physical / tangible memory storage device. Therefore, typically, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the vehicle suspension control method according to the first aspect of this disclosure.

[0341] The processor 901 implements the vehicle suspension control method in the embodiments shown in Figures 1 to 6 by reading and executing computer program instructions stored in the memory 902.

[0342] In one example, the electronic device may also include a communication interface 903 and a bus 904. As shown in Figure 9, the processor 901, memory 902, and communication interface 903 are connected via bus 904 and communicate with each other.

[0343] The communication interface 903 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0344] Bus 904 includes hardware, software, or both, that couples components of an electronic device together. For example, and not as a limitation, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 904 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, this application contemplates any suitable bus or interconnect.

[0345] The electronic device can execute the vehicle suspension control method in the embodiments of this application, thereby realizing the vehicle suspension control method and device described in conjunction with Figures 1-6.

[0346] Furthermore, in conjunction with the vehicle suspension control methods in the above embodiments, this application embodiment can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the vehicle suspension control methods in the above embodiments.

[0347] In an optional embodiment, in conjunction with the vehicle suspension control method in the above embodiments, this application embodiment can provide a computer program product to implement it. The instructions in the computer program product are executed by the processor of an electronic device, enabling the electronic device to implement any of the vehicle suspension control methods in the above embodiments.

[0348] In an optional embodiment, in conjunction with the vehicle suspension control method in the above embodiments, this application embodiment can provide a vehicle that may include at least one of the following:

[0349] The vehicle suspension control device provided in this application embodiment;

[0350] The electronic device provided in the embodiments of this application;

[0351] The computer-readable storage medium provided in the embodiments of this application;

[0352] The computer program product provided in the embodiments of this application.

[0353] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0354] The functional blocks shown in the above block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0355] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0356] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program 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 these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0357] The above are merely specific embodiments of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A vehicle suspension control method, the vehicle suspension including shock absorbers disposed at corresponding positions in the vehicle wheels, the method comprising: Acquire local motion data of the vehicle suspension at different positions and motion parameter data of the vehicle suspension; Based on the local motion data of the vehicle suspension at different locations, the overall motion data of the vehicle body is determined. Based on the overall motion data of the vehicle body and the motion parameter data of the vehicle, the control electrical parameters of each shock absorber are determined so that the shock absorber outputs damping force, thereby controlling the vehicle suspension.

2. The method according to claim 1, wherein, The control electrical parameters include resident function request control electrical parameters. The determination of the control electrical parameters for each shock absorber based on the overall motion data of the vehicle body and the vehicle's motion parameter data includes: For each shock absorber, electrical parameters are calculated based on the overall motion data and the vehicle's motion parameter data to obtain reference control electrical parameters, which are used to control the initial damping force output by the vehicle suspension. The overall motion data of the vehicle body and the motion parameter data of the vehicle are calculated and processed by the ceiling control strategy and the floor control strategy respectively to obtain the ceiling control electrical parameters and the floor control electrical parameters. The reference control electrical parameters, the floor control electrical parameters, and the ceiling control electrical parameters are arbitrated according to a preset arbitration method to obtain a first arbitration electrical parameter. The preset arbitration method is used to determine the first arbitration electrical parameter from the reference control electrical parameters, the floor control electrical parameters, and the ceiling control electrical parameters according to a preset priority order. The first arbitration electrical parameter is determined as the resident function request control electrical parameter for each vibration damper.

3. The method according to claim 2, wherein, The control electrical parameters include non-stationary function request control electrical parameters. The step of determining the control electrical parameters for each shock absorber based on the overall motion data of the vehicle body and the vehicle's motion parameter data also includes: When the vehicle is in the target operating condition, the non-stationary function request electrical parameters of each shock absorber are determined based on the overall motion data of the vehicle body and the motion parameter data of the vehicle. The target operating condition includes at least one of wheel hop motion, steering motion, pitch motion, and being subjected to a preset road surface excitation. The non-stationary function request control electrical parameters include at least one of shock absorber stop protection electrical parameters, steering electrical parameters, pulse electrical parameters, anti-pitch electrical parameters, wheel hop electrical parameters, and grip electrical parameters. When the non-stationary function request control electrical parameters include at least two of the following: shock absorber stop protection electrical parameters, steering electrical parameters, pulse electrical parameters, anti-pitch electrical parameters, wheel hop electrical parameters, and grip electrical parameters, the priority of each of the non-stationary function request control electrical parameters is obtained. Based on the priority, the non-resident function request control electrical parameters are arbitrated according to a preset arbitration method to obtain the second arbitration electrical parameters; The first arbitration electrical parameter and the second arbitration electrical parameter are arbitrated according to the preset arbitration method to obtain the control electrical parameters of each shock absorber.

4. The method according to claim 3, wherein, When the vehicle is in a steering motion, the non-stationary function requests control electrical parameters including steering electrical parameters corresponding to each shock absorber; The determination of the non-stationary function request control electrical parameters for each shock absorber based on the overall motion data of the vehicle body and the vehicle's motion parameter data includes: For each shock absorber, the steering direction is determined based on the overall motion data of the vehicle body; Based on the steering direction, multiple vibration dampers are classified into compression-side vibration dampers and tension-side vibration dampers. Based on the vehicle's motion parameter data, the electrical parameters corresponding to the compression-side shock absorber and the tension-side shock absorber are looked up from the preset shock absorber tension table and the preset shock absorber compression table, respectively, to obtain the steering electrical parameters corresponding to each shock absorber. The preset shock absorber tension table is used to show the correspondence between the vehicle's motion parameter data and the shock absorber electrical parameters in the tension state when the vehicle is turning, and the preset shock absorber compression table is used to show the correspondence between the vehicle's motion parameter data and the shock absorber electrical parameters in the compression state when the vehicle is turning.

5. The method according to claim 4, wherein, After finding the corresponding electrical parameters for the compression-side and tension-side dampers in the preset damping tension table and preset damper compression table to obtain the steering electrical parameters for each damper, the method further includes: Obtain the steering electrical parameters of the shock absorber corresponding to the front axle of the vehicle and the steering electrical parameters of the shock absorber corresponding to the rear axle of the vehicle; After the steering electrical parameters of the shock absorber corresponding to the front axle of the vehicle are applied to the shock absorber corresponding to the front axle of the vehicle and a first preset time has elapsed, the steering electrical parameters of the shock absorber corresponding to the rear axle of the vehicle are applied to the shock absorber corresponding to the rear axle of the vehicle.

6. The method according to claim 3, wherein, When the vehicle is in pitch motion, the non-stationary function request electrical parameters include anti-pitch electrical parameters. Determining the non-stationary function request electrical parameters for each shock absorber based on the overall motion data of the vehicle body and the vehicle's motion parameter data includes: When it is detected that the vehicle has started to move from a standstill, the reference control electrical parameters are determined as anti-pitch electrical parameters; When the vehicle stops moving, the reference control electrical parameters are determined as anti-pitch electrical parameters and the time when the anti-pitch electrical parameters are applied to each of the shock absorbers is determined. The anti-pitch electrical parameter is applied to the corresponding shock absorber at each time the anti-pitch electrical parameter is applied, so that the vehicle suspension resists pitch motion.

7. The method according to claim 3, wherein, The target operating condition also includes dynamic control motion, anti-lock motion, and / or anti-slip motion. The non-stationary function request electrical parameters include grip electrical parameters. Determining the non-stationary function request electrical parameters for each shock absorber based on the overall motion data of the vehicle body and the vehicle's motion parameter data includes: Obtain the maximum electrical parameters of the vibration damper; The maximum electrical parameter of the shock absorber is determined as the grip force electrical parameter.

8. The method according to claim 1, wherein, Motion sensors are installed at at least three locations on the vehicle body. The local suspension motion data includes suspension acceleration, and the overall motion data includes lateral motion data, longitudinal motion data, and vertical motion data of the vehicle body. Based on the local suspension motion data at different locations, the overall motion data of the vehicle body is determined, including: Acquire position information from at least three motion sensors, wherein any two of the three motion sensors are located on the same target axis, and the target axis includes the front axis or the rear axis; For each motion sensor, a first lateral distance and a first longitudinal distance between each motion sensor and the center of gravity are calculated based on the position information and the position of the vehicle's center of gravity. The lateral motion data of the vehicle body is determined based on the suspension acceleration corresponding to the two motion sensors on the target axis and the first lateral distance of any motion sensor on the target axis. The longitudinal motion data and vertical motion data of the vehicle body are determined based on the first longitudinal distance, the first lateral distance, and the suspension acceleration corresponding to the at least three motion sensors, respectively.

9. The method according to claim 1, wherein, Motion sensors are installed at at least three locations on the vehicle body. The overall motion data includes lateral motion data, longitudinal motion data, and vertical motion data of the vehicle body. Based on the local suspension motion data at different locations on the vehicle suspension, the overall motion data of the vehicle body is determined, including: The system acquires position information from at least three motion sensors, suspension acceleration detected by the motion sensors, and the mass and moment of inertia of the vehicle. Any two of the three motion sensors are located on the same target axis, which includes the front axle or the rear axle. For each motion sensor, a first lateral distance and a first longitudinal distance between each motion sensor and the center of gravity are calculated based on the position information and the position of the vehicle's center of gravity. The lateral motion data of the vehicle body is determined based on the suspension acceleration, the first lateral distance, and the first longitudinal distance; The longitudinal motion data of the vehicle body are determined based on the vehicle's mass, moment of inertia, suspension acceleration, and first longitudinal distance. The vertical motion data of the vehicle body is determined based on the suspension acceleration and first lateral distance corresponding to the two motion sensors on the target axis, the mass and moment of inertia of the vehicle suspension.

10. The method according to claim 1, wherein a plurality of height sensors are disposed on the vehicle suspension at positions corresponding to the vehicle wheel positions; the method further comprises: Acquire height information of different positions of the vehicle suspension detected by multiple height sensors; The determination of the overall motion data of the vehicle body based on the local motion data of the suspension at different positions of the vehicle suspension includes: Based on the height information and the local motion data of the suspension at different positions of the vehicle suspension, the overall motion data of the vehicle body is determined.

11. The method according to claim 1, further comprising: The motion state information of the vehicle and the unsprung motion speed of multiple wheels are acquired, wherein the motion state information includes: undulation speed, first pitch speed and first roll speed; Determine the first damping force corresponding to the undulation speed, the second damping force corresponding to the first pitch angular velocity, and the third damping force corresponding to the first roll angular velocity; Based on the damping force distribution gain, the first damping force, the second damping force, and the third damping force, determine the fourth damping force corresponding to each damper; Based on the unsprung speed of the plurality of wheels and the fourth damping force corresponding to each shock absorber, the first electrical parameters corresponding to each shock absorber are determined. Based on the first electrical parameters corresponding to each vibration damper, the damping force generated by each vibration damper is controlled to perform ceiling control.

12. The method according to claim 11, wherein, The step of determining the fourth damping force corresponding to each vibration damper based on the damping force distribution gain, the first damping force, the second damping force, and the third damping force includes: For the first damper, based on the damping force distribution gain, the first component of the first damping force, the second component of the second damping force, and the third component of the third damping force corresponding to the first damper are determined; wherein, the first damper can be any damper. The sum of the first component, the second component, and the third component is determined as the fourth damping force corresponding to the first shock absorber.

13. The method according to claim 11, wherein, The step of determining the first electrical parameters corresponding to each shock absorber based on the unsprung speed of the plurality of wheels and the fourth damping force corresponding to each shock absorber includes: For the second shock absorber, when the unsprung speed of the wheel corresponding to the second shock absorber is greater than 0, the electrical parameters corresponding to the second shock absorber are determined according to the first correspondence, the fourth damping force corresponding to the second shock absorber, and the unsprung speed of the wheel corresponding to the second shock absorber; wherein, the second shock absorber is any shock absorber, and the first correspondence is the correspondence between the unsprung speed, the damping force, and the electrical parameters when the unsprung speed is greater than 0.

14. The method according to claim 13, wherein, The step of determining the first electrical parameters corresponding to each shock absorber based on the unsprung motion speed of the plurality of wheels and the fourth damping force corresponding to each shock absorber further includes: For the second shock absorber, when the unsprung speed of the wheel corresponding to the second shock absorber is less than 0, the electrical parameters corresponding to the second shock absorber are determined according to the second correspondence, the fourth damping force corresponding to the second shock absorber, and the unsprung speed of the wheel corresponding to the second shock absorber; wherein, the second correspondence is the correspondence between the unsprung speed, the damping force, and the electrical parameters when the unsprung speed is less than 0.

15. The method according to claim 1, further comprising: The vehicle receives the steering wheel speed transmitted by the vehicle's steering controller, the wheel speed of multiple wheels transmitted by the brake controller, and the unsprung vertical velocity of each of the multiple wheels detected by the height sensor. Compare the steering wheel speed with the steering wheel speed threshold; When the steering wheel rotation speed is less than or equal to the steering wheel rotation speed threshold, the wheel that is bouncing among the plurality of wheels is identified based on the wheel speed and the unsprung vertical speed.

16. The method according to claim 15, wherein, The step of identifying the wheel that is bouncing among the plurality of wheels based on the wheel speed and the unsprung vertical velocity includes: For the first wheel, calculate the absolute value of the difference between the wheel speed of the first wheel and the average wheel speed; wherein, the first wheel is any one of the plurality of wheels, and the average wheel speed is the average of the wheel speeds of the plurality of wheels; If the absolute value is greater than or equal to the wheel speed threshold, compare the unsprung vertical velocity corresponding to the first wheel with the unsprung vertical velocity threshold. If the unsprung vertical velocity corresponding to the first wheel is greater than or equal to the unsprung vertical velocity threshold, it is determined that the first wheel has bounced.

17. A vehicle suspension control device, the device comprising: The acquisition module is used to acquire local motion data of the suspension at different positions of the vehicle suspension and motion parameter data of the vehicle. The determination module is used to determine the overall motion data of the vehicle body based on the local motion data of the suspension at different positions of the vehicle suspension; and to determine the control electrical parameters of each control shock absorber according to the overall motion data of the vehicle body and the motion parameter data of the vehicle, so as to enable the shock absorber to output damping force and realize the control of the vehicle suspension.

18. An electronic device, the electronic device comprising: Processor and memory storing computer program instructions; When the processor executes the computer program instructions, it implements the vehicle suspension control method as described in any one of claims 1-16.

19. A computer-readable storage medium storing computer program instructions that, when executed by a processor, implement the vehicle suspension control method as described in any one of claims 1-16.

20. A computer program product, wherein instructions in the computer program product, when executed by a processor of an electronic device, cause the electronic device to perform the vehicle suspension control method as described in any one of claims 1-16.

21. A vehicle comprising at least one of the following: The vehicle suspension control device as described in claim 17; The electronic device as claimed in claim 18; The computer-readable storage medium as claimed in claim 19; The computer program product as described in claim 20.

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