Pitch control method, vehicle control method, controller, system, and vehicle

Abstract

A vehicle control method, comprising: determining parameters of an electromagnetic suspension of a vehicle on the basis of a target main driving force; and on the basis of the parameters, controlling the electromagnetic suspension to adjust a pitch angle of the vehicle. In the method, by adjusting the target main driving force in real time, the pitch index of the vehicle is controlled more smoothly, thereby better meeting the gradual change requirements of human perception. Further comprised are a vehicle control method, a vehicle motion controller, a vehicle control system, and a vehicle.

Description

A pitch control, vehicle control method, controller, system, and vehicle

[0001] Cross-references to related applications

[0002] This application claims priority to Chinese Patent Application No. 202411761030.4, filed on November 29, 2024, entitled "A Pitch Control Method, Vehicle, Electronic Equipment and Medium", and Chinese Patent Application No. 202510378798.1, filed on March 27, 2025, entitled "Vehicle Control Method, Controller, System, Medium, Product and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of vehicle control technology, and in particular to a pitch control, vehicle control method, controller, system and vehicle. Background Technology

[0004] In the face of the ever-changing intelligent vehicle environment, consumers will place higher demands on vehicle performance, and pitch control is an urgent problem to be solved.

[0005] The following methods are proposed in related technologies for controlling vehicle pitch:

[0006] Method 1: The pitch angle can be used as the target for control triggering. By controlling the damping force and driving force provided by the suspension system, the vehicle's pitch can be controlled. However, the target-oriented control method is relatively abrupt and does not adapt to the gradual changes in human perception. If the pitch cannot be controlled below the target, and the controller directly controls the pitch change from below to above the target, the overall vehicle pitch change will be abrupt.

[0007] Method 2: The drive torque output can be controlled based on the detected pitch motion of the vehicle, thereby adjusting the pitch caused by changes in vehicle weight. However, during vehicle translation, the vehicle will also experience pitch issues due to rotational inertia.

[0008] Method 3: Lane preview technology can be used to transmit spatial displacement information of the road surface to the vehicle controller. After processing, the controller outputs vehicle attitude control commands, improving the poor driving posture of the vehicle when turning, on uneven roads, or on laterally inclined roads. However, this solution requires expensive hardware such as binocular cameras and high-performance processing chips, and the overall response time of the process, which includes road information processing, calculation, command output, and execution, is relatively long.

[0009] Therefore, although the methods provided in the related technologies can solve the vehicle pitch problem to some extent, they are implemented in a rather crude manner when controlling the vehicle pitch. Furthermore, the pitch control proposed in the related technologies can also introduce new pitch due to vehicle inertia, and the pitch control cost is relatively high.

[0010] Furthermore, when a vehicle travels over a step at excessive speed, the wheels may violently impact the edge of the step, generating a significant impact force. This impact could cause the vehicle to lift up, resulting in severe tilting and instability, potentially leading to rollovers or other dangerous situations. Summary of the Invention

[0011] To overcome the problems existing in related technologies, this application provides a pitch control method, a vehicle, electronic equipment, and a medium. The technical solution of this application is as follows:

[0012] According to a first aspect of the embodiments of this application, a pitch control method is provided, comprising:

[0013] The parameters of the vehicle's electromagnetic suspension are determined based on the target driving force;

[0014] Based on the parameters, the electromagnetic suspension is controlled to adjust the vehicle's pitch angle.

[0015] In some embodiments of this application, it also includes:

[0016] During vehicle operation, the first control unit determines the target driving force based on the received translational acceleration and pitch acceleration.

[0017] In some embodiments of this application, determining the parameters of the vehicle's electromagnetic suspension based on the target active force includes:

[0018] The parameters of the electromagnetic suspension are determined by the second control unit based on the target active force.

[0019] In some embodiments of this application, controlling the electromagnetic suspension to adjust the vehicle's pitch angle based on parameters includes:

[0020] The second control unit controls the electromagnetic suspension based on parameters to adjust the vehicle's pitch angle.

[0021] In some embodiments of this application, determining the parameters of the vehicle's electromagnetic suspension based on the target active force includes:

[0022] The parameters of the electromagnetic suspension are determined by the first control unit based on the target active force.

[0023] In some embodiments of this application, controlling the electromagnetic suspension to adjust the vehicle's pitch angle based on parameters includes:

[0024] The vehicle control unit controls the electromagnetic suspension based on parameters to adjust the vehicle's pitch angle.

[0025] In some embodiments of this application, the target's active force is determined based on the received translational acceleration and pitch acceleration, including:

[0026] Based on the translational acceleration and pitch angular acceleration, determine the first pitch angle of the electromagnetic suspension without active force participation;

[0027] Based on the first pitch angle, determine the second pitch angle of the electromagnetic suspension under active force.

[0028] The target's driving force is determined based on the second pitch angle.

[0029] In some embodiments of this application, it also includes:

[0030] Based on the pitch adjustment requirements, a target control factor is set; the target control factor characterizes the degree of adjustment of the vehicle's pitch angle by the active force.

[0031] Based on the first pitch angle, determine the second pitch angle of the electromagnetic suspension under active force, including:

[0032] Based on the target control factor and the first pitch angle, the second pitch angle of the electromagnetic suspension under active force is determined.

[0033] In some embodiments of this application, it also includes:

[0034] Determine the control interval to which the target control factor belongs;

[0035] Based on the first pitch angle, determine the second pitch angle of the electromagnetic suspension under active force, including:

[0036] Based on the control range to which the target control factor belongs and the first pitch angle, determine the adjustment range of the second pitch angle of the electromagnetic suspension under active force participation;

[0037] Based on the second pitch angle, determine the target's active force, including:

[0038] Based on the adjustment range of the second pitch angle, determine the adjustment range of the target's active force.

[0039] In some embodiments of this application, determining the control interval to which the target control factor belongs includes:

[0040] Obtain target vehicle usage information, which includes the user group, target road conditions, and vehicle performance;

[0041] Based on the target vehicle usage information, determine the control range to which the target control factor belongs;

[0042] The larger the value of the target control factor, the greater the target driving force.

[0043] In some embodiments of this application, the parameters of the electromagnetic suspension are determined based on the target active force by a second control unit, including:

[0044] Determine the active force signal corresponding to the target's active force;

[0045] The main power signal is transmitted to the second control unit through the first control unit;

[0046] The second control unit determines the magnitude of the current output to the electromagnetic suspension based on the received main power signal.

[0047] In some embodiments of this application, the parameters of the electromagnetic suspension are determined based on the target active force by a first control unit, including:

[0048] The first control unit determines the magnitude of the current output to the electromagnetic suspension based on the target driving force.

[0049] In some embodiments of this application, controlling the electromagnetic suspension to adjust the vehicle's pitch angle based on parameters includes:

[0050] Adjust the pitch angle of the electromagnetic suspension according to the current magnitude;

[0051] The vehicle's pitch angle is adjusted by adjusting the pitch angle of the electromagnetic suspension.

[0052] In some embodiments of this application, it also includes:

[0053] Based on the structure of the electromagnetic suspension, the first parameter is obtained;

[0054] Based on the vehicle information, the second parameter is obtained;

[0055] Based on translational acceleration and pitch angular acceleration, the first pitch angle of the electromagnetic suspension without active force is determined, including:

[0056] Based on translational acceleration, pitch angular acceleration, the first parameter, and the second parameter, determine the first pitch angle of the electromagnetic suspension without active force participation;

[0057] Based on the second pitch angle, determine the target's active force, including:

[0058] The target's active force is determined based on the second pitch angle, the first parameter, and the second parameter.

[0059] According to a second aspect of the embodiments of this application, a vehicle is provided, comprising:

[0060] The pitch control unit is used to determine the parameters of the electromagnetic suspension based on the target's active force;

[0061] Electromagnetic suspension is used to adjust the vehicle's pitch angle based on parameters.

[0062] According to a third aspect of the present application, an electronic device is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the computer program is executed by the processor, it implements the steps of the pitch control method as described in the first aspect.

[0063] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the pitch control method as described in the first aspect.

[0064] According to a fifth aspect of the embodiments of this application, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the pitch control method as described in the first aspect.

[0065] This application no longer relies solely on pitch angle as the control trigger. By adjusting the target active force in real time, it can more smoothly control vehicle pitch changes, avoiding abruptness in the pitch control process and better meeting the gradual changes required by human perception. By determining the electromagnetic suspension parameters based on the target active force, precise control of the vehicle's pitch angle can be achieved, allowing the control system to dynamically adjust according to actual needs. Combined with the characteristics of electromagnetic suspension, it possesses a rapid response mechanism, quickly adapting to changes in road surface and vehicle dynamics, reducing abrupt changes in pitch angle, and providing a smoother driving experience.

[0066] This application provides a vehicle control method, controller, system, medium, product, and vehicle, which adjusts the suspension of each wheel in a timely manner to avoid large impact forces when the wheels come into contact with the target object, enabling the vehicle to pass over the target object without being touched, thereby at least partially solving the above-mentioned technical problems.

[0067] To achieve the above objectives, according to a sixth aspect of this application, a vehicle motion controller is provided, which is used to: adjust the suspension action of each wheel of the vehicle according to a preset action force before the vehicle contacts a target object; and continuously adjust the suspension action of the wheel according to the preset action force and the wheel's action force during the contact of the wheel with the target object.

[0068] In some embodiments of this application, the vehicle motion controller includes an activation decision module and an arbitration module connected to the activation decision module; wherein, the activation decision module is used to: generate a preset power enable command based on the distance data of the target object on the driving path of each wheel; the arbitration module is used to: adjust the suspension power of each wheel according to the preset power and the process power of each wheel in response to the preset power enable command being a first command value.

[0069] In some embodiments of this application, the decision-making module is further configured to: generate a preset power enable command with a second command value in response to the fact that the distance data corresponding to each wheel is invalid; determine the remaining time before at least one wheel contacts the target object in response to the fact that the distance data corresponding to at least one wheel is the actual distance of the target object on the driving path of the wheel; and generate a preset power enable command with a first command value in response to the fact that the remaining time corresponding to at least one wheel is less than the preset time.

[0070] In some embodiments of this application, the vehicle motion controller further includes a preset action force module connected to the activation decision module and the arbitration module respectively; wherein, the preset action force module is used to: determine the preset action force to be zero in response to the preset action force enable command being a second command value; and determine the preset action force based on the height data of the target object on the driving path of each wheel in response to the preset action force enable command being a first command value.

[0071] In some embodiments of this application, the preset operating power module is further configured to: in response to a preset operating power enable command being a first command value, determine the maximum operating power based on the height data of the target object on the driving path of each wheel; and determine the preset operating power at each moment within a preset time period based on the maximum operating power; wherein the duration of the preset time period is less than the remaining duration corresponding to any wheel.

[0072] In some embodiments of this application, the preset operating force monotonically changes to the maximum operating force within a preset time period.

[0073] In some embodiments of this application, the preset operating power module is further configured to: in response to a preset operating power enable command being a first command value, determine the target operating power of each wheel based on the height data of the target object on the driving path of each wheel; and determine the maximum operating power based on the target operating power of multiple wheels.

[0074] In some embodiments of this application, the preset working power module is further used to: take the maximum value among the target working power of multiple wheels as the maximum working power.

[0075] In some embodiments of this application, the decision-making module is further configured to: respond to the distance data corresponding to the wheel being invalid, generate a second instruction value for the wheel-generating process power enable command; respond to the distance data corresponding to the wheel being the actual distance of the target object on the wheel's travel path, determine the remaining time before the wheel contacts the target object; respond to the remaining time corresponding to the wheel being less than or equal to zero, generate a first instruction value for the wheel-generating process power enable command; wherein, when the wheel-generating process power enable command is the first instruction value, it is determined that the wheel contacts the target object.

[0076] In some embodiments of this application, the vehicle motion controller further includes a process power module connected to the activation decision module and the arbitration module respectively; wherein, the process power module is used to: determine that the process power of the wheel is zero in response to the process power enable command of the wheel being a second command value; and determine the process power of the wheel based on the height data of the target object on the driving path of the wheel, the wheel radius, and the wheel speed in response to the process power enable command of the wheel being a first command value.

[0077] In some embodiments of this application, the process power module is further configured to: in response to a process power enable command for the wheel being a first command value, determine the change in the center of gravity height of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius of the wheel, and the wheel rotation speed of the wheel; and determine the process power of the wheel based on the change in the center of gravity height of the wheel.

[0078] In some embodiments of this application, the process power module is further configured to: in response to a preset power enable command being a first command value, determine a wheel angle threshold based on the height data of the target object on the wheel's travel path and the wheel radius; determine the wheel angle change based on the wheel rotation speed and the wheel angle threshold; and determine the wheel's center of gravity height change based on the wheel angle change and the wheel radius.

[0079] In some embodiments of this application, the arbitration module is further configured to: adjust the suspension action of each wheel in response to a preset action force enabling command switching from a first command value to a second command value, until the suspension action of each wheel is zero.

[0080] In some embodiments of this application, the arbitration module is further configured to: in response to a preset action power enabling command switching from a first command value to a second command value, adjust the suspension action power of each wheel according to the action power adjustment parameters until the suspension action power of each wheel is zero.

[0081] According to a seventh aspect of this application, a vehicle control system is provided, the vehicle control system including a vehicle motion controller; wherein the vehicle motion controller is used to: adjust the suspension action of each wheel of the vehicle according to a preset action force before the vehicle contacts a target object; and continuously adjust the suspension action of the wheel according to the preset action force and the wheel's action force during the contact of the wheel with the target object.

[0082] In some embodiments of this application, the vehicle control system further includes a pre-aiming system connected to the vehicle motion controller; wherein the pre-aiming system is used to output distance data and / or height data of the target object on the driving path of each wheel to the vehicle motion controller.

[0083] In some embodiments of this application, the vehicle control system further includes a vehicle controller connected to the pre-aiming system; wherein the vehicle controller is used to: output steering wheel angle data to the pre-aiming system.

[0084] In some embodiments of this application, the vehicle control system further includes a vehicle controller connected to the vehicle motion controller; wherein the vehicle controller is used to output the wheel speeds of each wheel to the vehicle motion controller.

[0085] In some embodiments of this application, the vehicle control system further includes a vehicle suspension connected to a vehicle motion controller; the vehicle suspension is used to adjust the distance between the wheels and the vehicle body according to the suspension power of the wheels.

[0086] In some embodiments of this application, the vehicle suspension includes a suspension controller connected to a vehicle motion controller, and an actuator connected to the suspension controller; wherein the suspension controller is used to: output a wheel actuator current to the actuator according to the suspension action force of the wheel; the actuator is used to: adjust the output action force of the wheel according to the wheel actuator current, so as to adjust the distance between the wheel and the vehicle body.

[0087] In some embodiments of this application, the vehicle suspension includes an electromagnetic suspension.

[0088] According to the eighth aspect of this application, a vehicle control method is provided, the vehicle control method comprising: adjusting the suspension action of each wheel of the vehicle according to a preset action force before the vehicle contacts a target object; and continuously adjusting the suspension action of the wheel according to the preset action force and the wheel's action force during the contact of the wheel with the target object.

[0089] In some embodiments of this application, the driving force is pre-programmed to change monotonically to the maximum driving force before the vehicle contacts the target.

[0090] In some embodiments of this application, the preset operating force is monotonically varied to the maximum operating force during a preset time period before the vehicle contacts the target.

[0091] In some embodiments of this application, the method further includes: determining the maximum driving force based on the height data of the target object on the driving path of each wheel.

[0092] In some embodiments of this application, determining the maximum working force based on the height data of the target object on the driving path of each wheel includes: determining the target working force of each wheel based on the height data of the target object on the driving path of each wheel; and determining the maximum working force based on the target working forces of multiple wheels.

[0093] In some embodiments of this application, determining the maximum working force based on the target working force of multiple wheels includes: taking the maximum value among the target working forces of multiple wheels as the maximum working force.

[0094] In some embodiments of this application, the method further includes: during the process of the wheel contacting the target object, determining the process power of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius, and the wheel speed.

[0095] In some embodiments of this application, determining the driving force of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius, and the wheel speed includes: determining the change in the center of gravity height of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius, and the wheel speed; and determining the driving force of the wheel based on the change in the center of gravity height.

[0096] In some embodiments of this application, determining the change in the center of gravity height of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius, and the wheel rotation speed includes: determining a wheel angle threshold based on the height data of the target object on the wheel's travel path and the wheel radius; determining the change in wheel angle based on the wheel rotation speed and the wheel angle threshold; and determining the change in the center of gravity height of the wheel based on the change in wheel angle and the wheel radius.

[0097] In some embodiments of this application, the method further includes: adjusting the suspension action of each wheel of the vehicle according to a preset action force, in response to the remaining time before the vehicle contacts the target being less than a preset time.

[0098] In some embodiments of this application, the method further includes: determining the remaining time before each wheel contacts the target based on the distance data between the target and each wheel, and the wheel rotation speed of each wheel; wherein the remaining time before the vehicle contacts the target is the minimum value among the remaining times before multiple wheels contact the target.

[0099] In some embodiments of this application, wheel contact with target is determined when the remaining time before wheel contact with target is less than or equal to zero.

[0100] In some embodiments of this application, the method further includes: after the vehicle passes the target, adjusting the suspension power of each wheel until the suspension power of each wheel is zero.

[0101] In some embodiments of this application, after the vehicle passes the target, the suspension action of each vehicle changes monotonically to zero.

[0102] In some embodiments of this application, adjusting the suspension action of each wheel until the suspension action of each wheel is zero includes: adjusting the suspension action of each wheel according to the action force adjustment parameter until the suspension action of each wheel is zero; wherein, the difference in suspension action before and after one adjustment is the action force adjustment parameter.

[0103] According to a ninth aspect of this application, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the above-described vehicle control method.

[0104] According to a tenth aspect of this application, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the vehicle control method described above.

[0105] According to the eleventh aspect of this application, a vehicle is provided, including the aforementioned vehicle motion controller, or including the aforementioned vehicle control system.

[0106] This application adjusts the suspension forces of each wheel of the vehicle according to a preset force before the vehicle contacts the target object; during the contact process, the suspension forces of the wheels are continuously adjusted according to the preset force and the process force. This embodiment of the application adjusts the suspension forces of each wheel promptly upon detecting the target object, rather than waiting until the vehicle contacts the target object to adjust the suspension forces, thus avoiding a large impact force when the wheels contact the target object, maintaining the vehicle's balance during driving, preventing vehicle tilting and rollover, and achieving seamless passage over the target object.

[0107] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0108] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0109] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0110] Figure 1 is a schematic diagram of the steps of a pitch control method according to an embodiment of this application;

[0111] Figure 2 is a schematic diagram of the steps of another pitch control adjustment method shown in an embodiment of this application;

[0112] Figure 3 is a schematic diagram of the steps of another pitch control adjustment method according to an embodiment of this application;

[0113] Figure 4 is a schematic diagram of the pitch control device;

[0114] Figure 5 is a structural schematic diagram of the front electromagnetic suspension assembly;

[0115] Figure 6 is a structural schematic diagram of the rear electromagnetic suspension assembly;

[0116] Figure 7 is a schematic diagram of the microcontroller unit;

[0117] Figure 8. Schematic diagram of the vehicle signal control unit;

[0118] Figure 9 is a schematic diagram of a vehicle motion controller provided in an embodiment of this application;

[0119] Figure 10 is a schematic diagram of a process for calculating dynamics according to an embodiment of this application;

[0120] Figure 11 is a schematic diagram of a vehicle control system provided in an embodiment of this application;

[0121] Figure 12 is a schematic diagram of another vehicle control system provided in an embodiment of this application;

[0122] Figure 13 is a flowchart of a vehicle control method provided in an embodiment of this application;

[0123] Figure 14 is a schematic diagram of an electronic device according to an embodiment of this application;

[0124] Figure 15 is a schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0125] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0126] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0127] This application proposes a pitch control method that can effectively control the pitch of a vehicle.

[0128] Figure 1 is a schematic diagram illustrating the steps of a pitch control method according to an embodiment of this application. As shown in Figure 1, the method may specifically include the following steps:

[0129] Step S11: Determine the parameters of the vehicle's electromagnetic suspension based on the target active force.

[0130] After determining the target active force corresponding to the current driving conditions, the required electromagnetic suspension parameters are calculated based on the target active force, and the electromagnetic suspension is optimized in real time to ensure that the electromagnetic suspension parameters can adapt to the current driving conditions and road surface conditions.

[0131] Step S12: Based on the parameters, control the electromagnetic suspension to adjust the vehicle's pitch angle.

[0132] Based on the calculated electromagnetic suspension parameters, control commands are sent to the electromagnetic dampers via the electromagnetic damper's power cable interface to adjust their operating status. The response of the electromagnetic dampers can be monitored in real time to ensure timely adjustments to achieve the desired pitch angle.

[0133] Furthermore, during the adjustment of the electromagnetic suspension based on its parameters, a displacement sensor can monitor the vehicle's actual pitch angle and feed this information back to the pitch control unit. If there is a deviation between the actual pitch angle and the target pitch angle, the pitch control unit will recalculate the target active force and adjust the electromagnetic suspension parameters to correct the deviation. The pitch control unit can be a first control unit or a second control unit; the first control unit can be a vehicle signal control unit, and the second control unit can be a microcontroller unit.

[0134] By employing the embodiments of this application, the system can quickly calculate the required electromagnetic suspension parameters by detecting the current driving conditions in real time and determining the corresponding target active force. This ensures that the electromagnetic suspension parameters are always matched with the current driving state and road conditions, thereby improving the vehicle's handling and stability. Based on the parameters, the electromagnetic suspension is controlled to adjust the vehicle's pitch angle. Utilizing the rapid response characteristic of the electromagnetic suspension, it can quickly respond to changes in the vehicle's driving state, ensuring that the vehicle can adjust the pitch angle in a timely manner under different operating conditions, such as acceleration, braking, and turning. This improves the vehicle's handling and safety, thereby enhancing its adaptability to different environments. Furthermore, by determining the target active force and adjusting the electromagnetic suspension parameters according to that target, precise pitch control can be achieved. Moreover, the embodiments of this application can perform pitch control more finely, adapting to gradual changes in human perception.

[0135] In some embodiments of this application, the method further includes: during vehicle operation, determining the target driving force based on the received translational acceleration and pitch acceleration by a first control unit.

[0136] The first control unit can be the vehicle signal control unit.

[0137] During vehicle operation, due to acceleration and braking, the vehicle's IMU (Inertial Measurement Unit) will collect translational acceleration, which can be represented by Ax. Furthermore, due to the arrangement of hardpoints on the vehicle, the vehicle will experience pitch motion around its Y-axis, and the vehicle's IMU will subsequently collect pitch angular acceleration, which can be represented by α.

[0138] The frequency of data collection needs to be sufficient to accurately reflect the dynamic changes of the vehicle under different operating conditions.

[0139] The collected translational and pitch accelerations are transmitted to the first control unit via the vehicle data network. During signal transmission, stability and real-time performance must be ensured to minimize the impact of latency on control effectiveness.

[0140] After receiving the acceleration data, the first control unit processes the data to determine the target active force that needs to be set under the current translational acceleration and pitch acceleration. This active force is the main driving force for vehicle pitch control; with the participation of the target active force, the vehicle's pitch movement can be prevented.

[0141] By employing the embodiments of this application, and receiving translational acceleration and pitch acceleration data, the dynamic changes of the vehicle during driving can be quickly reflected. By processing the collected acceleration data, the target active force required under the current driving state can be accurately calculated, providing a scientific basis for subsequent pitch control and ensuring the effectiveness of vehicle pitch control.

[0142] In some embodiments of this application, determining the parameters of the vehicle's electromagnetic suspension based on the target active force includes: determining the parameters of the electromagnetic suspension based on the target active force through a second control unit.

[0143] The second control unit can be a microcontroller unit.

[0144] After determining the target active force under the current translational acceleration and pitch acceleration, the first control unit can execute pitch control operations on the vehicle based on the target active force using the microcontroller.

[0145] The second control unit calculates the required electromagnetic suspension parameters based on the target active force and optimizes the electromagnetic suspension in real time to ensure that the electromagnetic suspension parameters can adapt to the current driving conditions and road surface conditions.

[0146] By employing the embodiments of this application, the second control unit calculates the required electromagnetic suspension parameters based on the target active force, enabling precise adjustment of the suspension's operating state and ensuring that the electromagnetic suspension provides optimal support and shock absorption under different driving conditions. Determining the electromagnetic suspension parameters based on the target active force through the second control unit effectively reduces the computational load compared to determining the parameters through the first control unit.

[0147] In some embodiments of this application, controlling the electromagnetic suspension to adjust the vehicle's pitch angle based on parameters includes: a second control unit controlling the electromagnetic suspension to adjust the vehicle's pitch angle based on parameters.

[0148] The vehicle's pitch angle can be adjusted by controlling the electromagnetic suspension based on its parameters through the second control unit.

[0149] After the electromagnetic suspension is adjusted, the microcontroller unit can continue to monitor the vehicle's pitch angle and other relevant parameters, forming a closed-loop control system. Based on the feedback information, the microcontroller unit can further adjust the control signal to ensure that the vehicle's pitch angle remains within the target range.

[0150] By employing the embodiments of this application, precise control of the electromagnetic suspension via a microcontroller unit enables detailed adjustments to the vehicle's pitch angle. The microcontroller unit possesses high processing speed and accuracy, thus achieving millisecond-level control of the electromagnetic suspension, thereby rapidly responding to changes in vehicle pitch.

[0151] In some embodiments of this application, determining the parameters of the vehicle's electromagnetic suspension based on the target active force includes: determining the parameters of the electromagnetic suspension based on the target active force through a first control unit.

[0152] The first control unit can be the vehicle signal control unit. The vehicle signal control unit can achieve coordinated control with other vehicle systems, thereby improving the overall performance and safety of the vehicle.

[0153] After the target active force is determined by the first control unit, the parameters of the electromagnetic suspension can be determined directly by the first control unit without the participation of the second control unit. The meaning of not needing the participation of the second control unit is that it is no longer necessary to determine the parameters of the electromagnetic suspension based on the target active force through the second control unit.

[0154] By employing the embodiments of this application, the parameters corresponding to the electromagnetic suspension are determined based on the target active force determined by the vehicle signal control unit, thereby reducing the architectural complexity of the pitch control system. Since the vehicle signal control unit can achieve coordinated control with other vehicle systems, it has advantages in system integration, advanced functions and intelligence, as well as diagnostics and maintenance. It can aggregate and analyze data from multiple sources, improving the reliability of pitch control.

[0155] In some embodiments of this application, controlling the electromagnetic suspension to adjust the vehicle's pitch angle based on parameters includes: a first control unit controlling the electromagnetic suspension to adjust the vehicle's pitch angle based on parameters.

[0156] During the pitch control of the electromagnetic suspension by the first control unit, the operating status of the electromagnetic suspension and changes in the vehicle's pitch angle are continuously monitored. If the control effect is not ideal or the vehicle status changes, the first control unit will adjust the control strategy in a timely manner to ensure that the vehicle always maintains a stable pitch angle.

[0157] By employing the embodiments of this application, and through precise control of the electromagnetic suspension, the first control unit can significantly reduce the pitch motion of the vehicle during acceleration, braking, or cornering, thereby improving the vehicle's stability and handling. The first control unit can adjust the control strategy of the electromagnetic suspension in real time according to changes in road conditions, ensuring the vehicle maintains optimal driving performance under various road conditions.

[0158] In some embodiments of this application, determining the target active force based on the received translational acceleration and pitch angular acceleration includes: determining a first pitch angle of the electromagnetic suspension without active force participation based on the translational acceleration and pitch angular acceleration; determining a second pitch angle of the electromagnetic suspension with active force participation based on the first pitch angle; and determining the target active force based on the second pitch angle.

[0159] During vehicle operation, the first control unit receives translational acceleration and pitch acceleration from the IMU, providing real-time updates on the vehicle's dynamic state.

[0160] Based on the received translational acceleration and pitch acceleration, the first pitch angle under no-active-force conditions is calculated using Newton's second law and dynamic principles.

[0161] After determining the first pitch angle, the second pitch angle is calculated considering the influence of the electromagnetic suspension's active force. The impact of the electromagnetic damper on the vehicle's pitch angle can be analyzed based on its characteristics and operating state. The calculation model can then be adjusted to obtain the second pitch angle, taking into account the vehicle's driving conditions and road surface conditions.

[0162] Based on the second pitch angle, and in combination with the vehicle's dynamic characteristics and the suspension system's response characteristics, the required target active force is determined.

[0163] During vehicle operation, changes in translational acceleration and pitch acceleration can be continuously monitored, and the target active force can be adjusted in real time based on feedback information to optimize the vehicle's pitch control effect. This ensures that the first control unit can continuously update and optimize the target active force based on real-time data, improving control accuracy and response speed.

[0164] By employing the embodiments of this application, and calculating the first pitch angle under no active force and the second pitch angle under active force, the system can more accurately assess the vehicle's pitch state, effectively reducing the vehicle's pitch motion during driving and improving the overall stability and safety of the vehicle. By determining the target active force, the electromagnetic suspension can adjust and optimize its operating state based on real-time dynamic data. First, the first pitch angle is determined; then, the second pitch angle is determined based on the first pitch angle; finally, the target active force is determined based on the second pitch angle. This allows for continuous optimization of the target active force based on changes in acceleration in real time, ensuring that the vehicle maintains optimal performance under different driving conditions.

[0165] In some embodiments of this application, the method further includes: obtaining a first parameter based on the structure of the electromagnetic suspension; obtaining a second parameter based on vehicle information; determining a first pitch angle of the electromagnetic suspension without active force based on translational acceleration and pitch angular acceleration, including: determining the first pitch angle of the electromagnetic suspension without active force based on translational acceleration, pitch angular acceleration, the first parameter, and the second parameter; and determining a target active force based on a second pitch angle, including: determining the target active force based on the second pitch angle, the first parameter, and the second parameter.

[0166] Based on the specific design and construction of the electromagnetic suspension, the first parameter is obtained. This may include the damping characteristics of the electromagnetic damper, spring stiffness, maximum current limit, and operating range. The second parameter, related to the vehicle, is collected, and may include the vehicle's mass, center of gravity position, tire characteristics, vehicle speed, and load conditions.

[0167] After obtaining the first and second parameters, the first pitch angle and the target's active force can be calculated using the first and second parameters, translational acceleration, and pitch acceleration.

[0168] The first pitch angle can be determined by the following formula: Θ1=(M+2m*g*b) / (L*Kf)-(-M+2m*g*a) / (L*Kr) M=m*Ax*H+J*α;

[0169] The first pitch angle without active force can be determined by the displacement of the front and rear electromagnetic suspensions in the electromagnetic suspension system. Among these,

[0170] The formula for calculating the displacement of the front electromagnetic suspension is: SF=(m*Ax*H+2m*g*b+J*α) / (L*Kf)

[0171] The formula for calculating the displacement of the rear electromagnetic suspension is: SR=(-m*Ax*H+2m*g*aJ*α) / (L*Kr)

[0172] Where Θ1 is the first pitch angle, SF is the front suspension displacement, SR is the rear suspension displacement, m is the vehicle mass, H is the vehicle center of gravity height, g is the gravitational acceleration, J is the vehicle moment of inertia in the Y direction, L is the wheelbase, Kf and Kr are the stiffness of the front and rear suspensions respectively, a is the distance from the center of gravity to the front axle, and b is the distance from the center of gravity to the rear axle.

[0173] The formula relating the second pitch angle to the target's active force is as follows: Θ2=(M+2m*g*b) / (L*Kf)-(-M+2m*g*a) / (L*Kr)+F / (Kf+Kr)

[0174] Where Θ2 is the second pitch angle and F is the target's active force.

[0175] By combining the structural parameters of the electromagnetic suspension and vehicle information using the embodiments of this application, the physical characteristics of the suspension system and the motion state of the vehicle can be described more accurately. When determining the target active force, considering the second pitch angle, the first parameter, and the second parameter simultaneously allows for the development of a more reasonable and efficient active force control strategy.

[0176] In some embodiments of this application, the method further includes: setting a target control factor according to pitch adjustment requirements; the target control factor characterizes the degree of adjustment of the vehicle's pitch angle by the active force; and determining a second pitch angle of the electromagnetic suspension with the active force involved based on a first pitch angle, including: determining the second pitch angle of the electromagnetic suspension with the active force involved based on the target control factor and the first pitch angle.

[0177] Collect user pitch adjustment needs through in-vehicle interfaces or mobile applications, including user preferences for vehicle handling, comfort, and stability. For example, users may want to maintain greater stability when driving at high speeds or seek better comfort when driving in the city.

[0178] Based on user needs, a target control factor K is set, representing the degree to which the target active force adjusts the vehicle's pitch angle. Specific settings can be based on the following aspects:

[0179] User preferences: Different control factors are set according to the user's choice of comfort or operability.

[0180] Road condition information: The control factors are dynamically adjusted based on road surface information (such as smoothness and slope) collected by sensors to adapt to different driving environments.

[0181] Vehicle status: Adjust control factors based on the vehicle's current speed, load, and other conditions to optimize suspension performance.

[0182] During vehicle operation, the first pitch angle is monitored and calculated in real time using vehicle sensors. The first pitch angle reflects the pitch state of the vehicle due to translational acceleration and pitch angular acceleration without the participation of an active force.

[0183] After determining the target control factor K and the first pitch angle, the following steps are performed to calculate the second pitch angle:

[0184] A relationship model between the active force and the pitch angle can be established based on the vehicle dynamics model. This model is used to determine the influence of the active force and can take into account factors such as the vehicle's mass distribution and suspension characteristics. By using a target control factor K, the active force is adjusted according to different control factors K to calculate the influence of the active force on the first pitch angle, thus obtaining the influence of the active force under different K values.

[0185] The calculated effect of the main force is applied to the first pitch angle to obtain the second pitch angle. The formula can be expressed as:

[0186] Second pitch angle = First pitch angle + f(K, first pitch angle)

[0187] Where f is the effect function of the main force on the pitch angle.

[0188] In this embodiment of the application, the relationship between the second pitch angle, the first pitch angle, and the target control factor can be: K = Θ2 / Θ1;

[0189] Where K is the target control factor, Θ2 is the second pitch angle, and Θ1 is the first pitch angle. M = m * Ax * H + J * α;

[0190] The first pitch angle can be determined using the following formula: Θ1=(M+2m*g*b) / (L*Kf)-(-M+2m*g*a) / (L*Kr)

[0191] The formula relating the second pitch angle to the target's active force is as follows: Θ2=(M+2m*g*b) / (L*Kf)-(-M+2m*g*a) / (L*Kr)+F / (Kf+Kr)

[0192] With the target control factor set, the target active forces of the front and rear electromagnetic dampers in the electromagnetic suspension can be determined based on the derived target active forces. The target active forces of the front and rear electromagnetic dampers are two forces of equal magnitude but opposite direction. The calculation formulas for the target active forces of the front and rear electromagnetic dampers are as follows:

[0193] The target active force of the front suspension electromagnetic shock absorber is: F={(1-K)[(M+2m*g*b)*Kr-(-M+2m*g*a)*Kf]} / [L*(Kf+Kr)]

[0194] The target active force of the rear electromagnetic shock absorber is: F={(K-1)[(M+2m*g*b)*Kr-(-M+2m*g*a)*Kf]} / [L*(Kf+Kr)]

[0195] The pitch adjustment results can be fed back to the user, displaying the current pitch angle, target control factor, and suspension status through the in-vehicle display or mobile application, enhancing the user's driving experience and sense of participation.

[0196] By employing the embodiments of this application, a target control factor is set according to the user's pitch adjustment needs. The system can then perform personalized adjustments based on different user preferences, enhancing the user's driving experience and making the vehicle better meet the user's expectations. The target control factor, as a representation of the degree of pitch angle adjustment by the active force, enables more precise pitch control, ensuring vehicle stability and comfort during driving. Based on the combination of the first pitch angle and the target control factor, the electromagnetic suspension can adjust the second pitch angle in real time, enabling the vehicle to adapt to rapidly changing road conditions and driving conditions, thus improving driving safety.

[0197] In some embodiments of this application, the method further includes: determining the control range to which the target control factor belongs; determining the second pitch angle of the electromagnetic suspension under active force participation based on the first pitch angle, including: determining the adjustment range of the second pitch angle of the electromagnetic suspension under active force participation based on the control range to which the target control factor belongs and the first pitch angle; and determining the target active force based on the second pitch angle, including: determining the adjustment range of the target active force based on the adjustment range of the second pitch angle.

[0198] The target control factor can be an interval. By determining the target driving force through the target control factor, the interval corresponding to the control factor can be used to determine the interval in which the target driving force needs to be adjusted.

[0199] Using a vehicle dynamics model, the impact of the first pitch angle on vehicle dynamics is analyzed. Based on the target control factor K, the range of pitch angles that the electromagnetic suspension should adjust under active force can be calculated. For example, the range of the second pitch angle can be set as the first pitch angle ± Δθ, where Δθ is the adjustment range calculated based on the control factor K.

[0200] By combining parameters such as vehicle mass, center of gravity position, and suspension stiffness, a relationship model between the target active force and the second pitch angle is established. Based on the adjustment range of the second pitch angle, the adjustment range of the target active force is calculated. For example, the target active force is set to F_min to F_max, representing the main power output within this range.

[0201] During vehicle operation, the second pitch angle and the actual performance of the target's active force can be continuously monitored. Based on feedback information, the target control factor and active force output are adjusted in real time to ensure optimal vehicle performance under different driving conditions.

[0202] Information such as the second pitch angle and its adjustment range, target active force and its adjustment range can be fed back to the user and displayed through the in-vehicle display screen or mobile application, enhancing the user's understanding and control of the vehicle status.

[0203] By employing the embodiments of this application, and by determining the control range of the target control factor, personalized suspension adjustment schemes can be provided according to the user's driving preferences and needs, allowing the driver to enjoy a driving experience more suited to their requirements. By precisely calculating the adjustment range of the second pitch angle, the vehicle's pitch behavior under different driving conditions can be effectively controlled, reducing vehicle bumps and discomfort, and improving driving stability and safety. The system can dynamically adjust the target control factor and active power output based on the real-time monitored first pitch angle, ensuring that the vehicle can adapt to rapidly changing road conditions during driving, thus improving driving safety and comfort.

[0204] In some embodiments of this application, determining the control interval to which the target control factor belongs includes: acquiring target vehicle information, which includes the user group, target road conditions, and vehicle performance; determining the control interval to which the target control factor belongs based on the target vehicle information; wherein, the larger the value of the target control factor, the greater the target driving force obtained.

[0205] Basic user information, such as age, driving habits, number of passengers, and purpose of use (e.g., daily commuting, long-distance travel, off-roading), can be collected through in-vehicle systems or mobile applications. Based on the collected user information, users can be categorized into different groups, such as the elderly, children, and young adults, and the differences in their needs for vehicle comfort and handling can be analyzed. The needs of different groups under different driving conditions can be assessed; for example, the elderly and children may prioritize comfort, while young adults may prioritize handling.

[0206] Real-time road condition information can be obtained using sensors and onboard systems, including road surface type (smooth, rough), weather conditions (dry, slippery), and traffic conditions (congested, smooth). Based on the acquired road condition information, road conditions can be categorized into different types, such as urban roads, highways, rural roads, and off-road sections. Appropriate suspension adjustment parameters can be determined according to the road condition type; for example, higher suspension flexibility is needed on rough roads, while better stability is required on highways.

[0207] Basic vehicle performance parameters, such as suspension type, vehicle weight, and powertrain characteristics, can be collected for comprehensive evaluation. Based on the vehicle's technical parameters and performance indicators, its performance under different conditions can be analyzed, thereby proposing optimization suggestions for the target control factor. For example, a higher target control factor value can be set for high-performance vehicles.

[0208] Based on different vehicle usage scenarios, multiple categories of target control factors K are defined. Each category corresponds to different adjustment requirements and driving experiences.

[0209] Set a specific numerical range for each target control factor to form a control interval. For example, K can be set to 0.6-0.8 for elderly people and children, and 0-0.5 for young people; K can be set to 0.6-0.8 for smooth roads and low demands on vehicle movement, and 0.3-0.5 for rough roads and high demands on vehicle movement; K can be set to 0-0.3 for those who prioritize handling, and 0.4-0.8 for those who prioritize comfort.

[0210] By collecting user driving preferences and current driving environment information through the in-vehicle interface or mobile application, the system determines a suitable target control factor K. It can also automatically match the corresponding control range based on the user's selection.

[0211] Feedback on the vehicle's suspension performance can be collected during actual driving to assess whether the target control factor setting meets user needs. Based on user feedback and data analysis, the target control factor setting and control range are continuously optimized to ensure that the system consistently meets the user's driving requirements.

[0212] By employing the embodiments of this application, the control range of the target control factor determined based on the target vehicle information can effectively optimize the vehicle's suspension performance under different road conditions. By rationally setting the control range of the target control factor, better vehicle control can be achieved under different driving conditions, reducing the risk of loss of control due to changes in road conditions, thereby improving driving safety. By acquiring target vehicle information in real time, the system can dynamically adjust the control range of the target control factor to adapt to the ever-changing driving environment.

[0213] In some embodiments of this application, the parameters of the electromagnetic suspension are determined by the second control unit based on the target active force, including: determining the active force signal corresponding to the target active force; transmitting the active force signal to the second control unit through the first control unit; and determining the magnitude of the current output to the electromagnetic suspension based on the received active force signal through the second control unit.

[0214] When the second control unit is required to control the vehicle pitch angle, it is necessary to generate an active force signal and transmit the target active force determined by the first control unit to the second control unit.

[0215] A mathematical model can be established based on the relationship between the target active force and the electromagnetic suspension output to clarify the generation method of the active force signal. Based on the calculated target active force, the corresponding active force signal is generated, ensuring the accuracy and real-time performance of the signal.

[0216] The generated power signal is transmitted from the first control unit to the second control unit, ensuring that the signal is not distorted during transmission. It is also necessary to ensure that the signal interfaces of the first and second control units are correctly connected to guarantee the stability of data transmission.

[0217] The second control unit receives the main power signal from the first control unit in real time. It analyzes the received main power signal and, based on the main power signal, determines the required current magnitude using a pre-set current calculation model to achieve the target main power. It then generates a current output command to indicate the required current magnitude for the electromagnetic vibration damper, enabling precise control.

[0218] By employing the embodiments of this application, and through precise calculation of the target active force and generation of the corresponding active force signal, the second control unit can accurately determine the required current magnitude of the electromagnetic suspension based on the active force signal. By precisely controlling the current output of the electromagnetic suspension, unnecessary energy consumption and overheating problems can be avoided. This helps extend the service life of the electromagnetic suspension while reducing vehicle operating costs. Integrating the control logic of the electromagnetic suspension into the second control unit helps simplify the computational workload of the entire vehicle control system.

[0219] In some embodiments of this application, the parameters of the electromagnetic suspension are determined by the first control unit based on the target active force, including: determining the magnitude of the current output to the electromagnetic suspension based on the target active force by the first control unit.

[0220] The magnitude of the current output to the electromagnetic suspension can also be determined directly through the first control unit, without the need for the first control unit. In other words, the target driving force is determined by the first control unit, and the magnitude of the current output to the electromagnetic suspension is determined based on the target driving force.

[0221] By integrating the control logic of the electromagnetic suspension into the first control unit using the embodiments of this application, the system integration can be significantly improved. The control logic is more compact and unified, which helps to reduce the number and complexity of control units, thereby reducing the system's cost and weight. The first control unit, as the core of the vehicle's signal control, typically integrates data input and processing capabilities from various vehicle sensors. Integrating the electromagnetic suspension control logic into it facilitates data sharing and coordinated control with other vehicle systems (such as the engine, braking system, and steering system). This helps to improve the overall performance and safety of the vehicle.

[0222] In some embodiments of this application, controlling the electromagnetic suspension to adjust the vehicle's pitch angle based on parameters includes: adjusting the pitch angle of the electromagnetic suspension according to the current magnitude; and adjusting the vehicle's pitch angle by adjusting the pitch angle of the electromagnetic suspension.

[0223] The calculated current is transmitted to the electromagnetic damper of the electromagnetic suspension via the electromagnetic damper's power cable interface to adjust its operating status. The operating status of the electromagnetic damper can be monitored in real time to ensure that the current output matches the target, and adjustments are made based on feedback data.

[0224] Depending on the magnitude of the current, the output force of the shock absorber will change. Since the change in the output force of the electromagnetic shock absorber will cause the displacement of the front and rear suspensions to change, the pitch angle of the electromagnetic suspension can be adjusted. By adjusting the pitch angle of the electromagnetic suspension, the pitch angle of the entire vehicle can be adjusted.

[0225] The specific implementation steps can be as follows: based on the active force signal, the current magnitude of the front and rear electromagnetic dampers in the electromagnetic suspension can be allocated. After receiving the current, the front and rear electromagnetic dampers will change the output force, thereby changing the pitch angle of the electromagnetic suspension, and thus achieving the purpose of controlling the pitch of the whole vehicle according to the pitch control factor K.

[0226] Using the embodiments of this application, the current adjustment system of the electromagnetic suspension has a fast response speed. When the vehicle's driving state changes, the current can be quickly adjusted to change the characteristics of the shock absorber. This rapid response can effectively cope with sudden changes in road conditions and improve driving safety.

[0227] The pitch control method of this application will be described below with reference to two specific embodiments.

[0228] Example 1:

[0229] The implementation process of adjusting the vehicle pitch angle by combining the target control factor described in Example 1 is shown in Figure 2. Figure 2 is a schematic diagram of another pitch control adjustment method shown in the embodiment of this application. The method specifically includes the following steps S21-S26:

[0230] Step S21: During vehicle operation, the vehicle signal control unit receives translational acceleration and pitch acceleration.

[0231] Step S22: Set the target control factor according to the user's pitch adjustment requirements.

[0232] Step S23: Determine the second pitch angle of the electromagnetic suspension under active force based on the target control factor and the first pitch angle.

[0233] Step S24: Determine the target's active force based on the second pitch angle.

[0234] Step S25: Determine the parameters of the electromagnetic suspension based on the target active force through the microcontroller unit;

[0235] Step S26: Adjust the vehicle pitch angle using the parameters of the electromagnetic suspension.

[0236] In this embodiment, the system can flexibly adjust the vehicle's pitch angle according to the user's pitch adjustment needs and the preferences and requirements of different drivers. Furthermore, it can receive translational acceleration and pitch angle acceleration data in real time and dynamically adjust the pitch angle based on this data. This real-time response capability ensures the vehicle's stability under different road conditions and driving conditions, thus improving safety.

[0237] Example 2:

[0238] The implementation process of adjusting the vehicle pitch angle based on the control range to which the target control factor belongs, as described in Example 3, is illustrated in Figure 3. Figure 3 is a schematic diagram of the steps of another pitch control adjustment method shown in this application embodiment. The method specifically includes the following steps S31-S36:

[0239] Step S31: During vehicle operation, the vehicle signal control unit receives translational acceleration and pitch acceleration.

[0240] Step S32: Determine the control interval to which the target control factor belongs.

[0241] Step S33: Determine the adjustment range of the second pitch angle of the electromagnetic suspension under active force based on the control range to which the target control factor belongs and the first pitch angle.

[0242] Step S34: Determine the adjustment range of the target's active force based on the adjustment range of the second pitch angle.

[0243] Step S35: Determine the parameters of the electromagnetic suspension based on the adjustment range of the target active force through the microcontroller unit;

[0244] Step S36: Adjust the vehicle pitch angle using the parameters of the electromagnetic suspension.

[0245] In this embodiment, by determining the control range to which the target control factor belongs, the system can precisely adjust the pitch angle within a reasonable range. By determining the adjustment range of the target active force based on the adjustment range of the control factor, the system can optimize the performance of the electromagnetic suspension, ensuring that the suspension system provides the best shock absorption effect under different driving conditions, thus improving ride comfort. Through reasonable control range and parameter adjustments, the system can reduce energy consumption and improve energy efficiency under different driving conditions.

[0246] The pitch control method proposed in this application can be applied to a vehicle. The vehicle includes:

[0247] The pitch control unit is used to determine the parameters of the electromagnetic suspension based on the target's active force;

[0248] Electromagnetic suspension is used to adjust the vehicle's pitch angle based on parameters.

[0249] Figure 4 is a schematic diagram of the pitch control device. As shown in Figure 4, the pitch control device includes a front electromagnetic suspension assembly 1, a rear electromagnetic suspension assembly 2, an MCU (microcontroller unit) assembly 3, and a vehicle signal control unit D3 assembly 4.

[0250] Figure 5 is a schematic diagram of the front electromagnetic suspension assembly 1. As shown in Figure 5, the front electromagnetic suspension assembly 1 consists of an electromagnetic damper 5, a steering gear assembly 7, a control arm assembly 9, and a displacement sensor 14.

[0251] Figure 6 is a schematic diagram of the rear electromagnetic suspension assembly 2. As shown in Figure 6, the rear electromagnetic suspension assembly 2 consists of an electromagnetic shock absorber 6, a sway bar assembly 8, a swing arm assembly 10, and a displacement sensor 15.

[0252] Figure 7 is a schematic diagram of the microcontroller unit. As shown in Figure 7, the MCU (microcontroller unit) assembly 3 consists of a high-voltage power supply interface 11, an electromagnetic damper power supply interface 12, and a signal interaction interface 13.

[0253] Figure 8 is a schematic diagram of the vehicle signal control unit. As shown in Figure 8, the vehicle signal control unit D3 assembly 4 consists of a signal interface 20, a power interface 21, and a vehicle communication interface 22.

[0254] The front electromagnetic suspension assembly 1 and the rear electromagnetic suspension assembly 2 are powered by the MCU (microcontroller unit) assembly 3 through the electromagnetic damper power supply interface 12, and generate the main power of the damper through the electromagnetic damper 5 and electromagnetic damper 6; the displacement sensor 14 and displacement sensor 15 transmit displacement signals to the vehicle signal control unit D3 assembly 4 through the signal interface 20; the signal interaction interface 14 of the MCU (microcontroller unit) assembly 3 is connected to the signal interface 20 of the vehicle signal control unit D3 assembly 4 to perform signal interaction between the vehicle and the electromagnetic damper.

[0255] According to a sixth aspect of this application, an embodiment of this application provides a vehicle motion controller.

[0256] Please refer to Figure 9, which is a schematic diagram of a vehicle motion controller provided in an embodiment of this application. The vehicle motion controller 100 is used to: adjust the suspension action of each wheel of the vehicle according to a preset action force before the vehicle contacts a target object; and continuously adjust the suspension action of the wheel according to the preset action force and the wheel's action force during the contact between the wheel and the target object.

[0257] The target object can be an obstacle; it can also be a road surface element, such as steps, raised mud or sand piles, or potholes. This application embodiment does not limit the specific type of target object. When the vehicle detects a target object, the vehicle motion controller 100 adjusts the suspension power of each wheel of the vehicle according to a preset power input before the vehicle contacts the target object, to avoid generating a large impact force when the wheels contact the target object. During the process of the vehicle contacting the target object, the vehicle motion controller 100 continuously adjusts the suspension power of the wheels according to the preset power input and the wheel's process power input, to ensure that the vehicle body remains stable during the contact process between the wheels and the target object.

[0258] As shown in Figure 9, the vehicle motion controller 100 includes an activation decision module 110 and an arbitration module 120. The activation decision module 110 is connected to the arbitration module 120.

[0259] Enabling the decision module 110 allows the acquisition of distance and / or height data of the target object along the travel paths of each wheel. For ease of description, in the following embodiments, the distance data of the target object along the travel paths of the wheels will be referred to as the distance data corresponding to each wheel, and the height data of the target object along the travel paths of the wheels will be referred to as the height data corresponding to each wheel. For an explanation of the values ​​of the distance and height data corresponding to each wheel, please refer to the following embodiments, which will not be elaborated here.

[0260] The activation decision module 110 is used to generate a preset power enable command based on the distance data of the target object along the travel path of each wheel. This preset power enable command can be a first command value or a second command value, and the first command value and the second command value are different; for example, the first command value can be 1, and the second command value can be 0. The activation decision module 110 is connected to the arbitration module 120, and thus the activation decision module 110 is also used to send the preset power enable command to the arbitration module 120.

[0261] The arbitration module 120 can acquire a preset operating force enable command and adjust the suspension operating force of each wheel according to the preset operating force enable command. In this embodiment, the arbitration module 120 is used to: in response to the preset operating force enable command being a first command value, adjust the suspension operating force of each wheel according to the preset operating force and the process operating force of each wheel. In response to the preset operating force enable command being a first command value, the arbitration module 120 can acquire the preset operating force and the process operating force of each wheel, and adjust the suspension operating force of each wheel based on this. For example, the arbitration module 120 can use the sum of the preset operating force and the process operating force of each wheel as the suspension operating force of each wheel.

[0262] In summary, the vehicle motion controller provided in this application adjusts the suspension forces of each wheel of the vehicle according to a preset force before the vehicle contacts the target object; during the contact process, it continuously adjusts the suspension forces of the wheels according to the preset force and the process force. This application's embodiment adjusts the suspension forces of each wheel promptly upon detecting the target object, rather than waiting until the vehicle contacts the target object to adjust the suspension forces, thus avoiding a large impact force when the wheels contact the target object, maintaining the vehicle's balance during driving, preventing vehicle tilting and rollover, and enabling the vehicle to pass over the target object without being noticed.

[0263] Furthermore, the vehicle motion controller provided in this application includes an activation decision module and an arbitration module. The activation decision module generates a preset action force enabling command based on the distance data of the target object along the travel path of each wheel. Then, the arbitration module responds to the preset action force enabling command as a first command value, and adjusts the suspension action force of each wheel according to the preset action force and the process action force of each wheel. This application embodiment, through the preset action force enabling command, enables timely interaction of target object detection results between various modules of the vehicle motion controller, facilitating timely adjustment of suspension action force and enabling the vehicle to pass over the target object without being detected.

[0264] In some embodiments of this application, the activation decision module 110 is further configured to: generate a preset operation power enable command with a second command value in response to the fact that the distance data corresponding to each wheel is invalid; determine the remaining time before at least one wheel contacts the target object in response to the fact that the distance data corresponding to at least one wheel is the actual distance of the target object on the driving path of that wheel; and generate a preset operation power enable command with a first command value in response to the fact that the remaining time corresponding to at least one wheel is less than the preset time. It should be understood that when the distance data corresponding to at least one wheel is the actual distance of each wheel, and the remaining time corresponding to each wheel is greater than or equal to the preset time, the activation decision module 110 can generate a preset operation power enable command with a second command value.

[0265] In some embodiments of this application, the decision-making module 110 is further configured to: generate a process power enable command for the wheel as a second command value in response to the distance data corresponding to the wheel being invalid; determine the remaining time before the wheel contacts the target object in response to the distance data corresponding to the wheel being the actual distance of the target object on the wheel's travel path; and generate a process power enable command for the wheel as a first command value in response to the remaining time corresponding to the wheel being less than or equal to zero. Wherein, when the process power enable command for the wheel is the first command value, it is determined that the wheel contacts the target object. It should be understood that when the distance data corresponding to the wheel is the actual distance corresponding to the wheel, and the remaining time corresponding to the wheel is greater than zero, the decision-making module 110 can generate a process power enable command with the second command value. Wherein, the process power enable command is used to trigger the determination of process power; for a detailed description, please refer to the following embodiments, which will not be repeated here.

[0266] For ease of description, in the following embodiments, the actual distance of the target object on the wheel's travel path is simply referred to as the actual distance corresponding to the wheel, the actual height of the target object on the wheel's travel path is simply referred to as the actual height corresponding to the wheel, and the remaining time before the wheel contacts the target object is simply referred to as the remaining time corresponding to the wheel. The remaining time corresponding to each wheel can be determined by the wheel rotation speed of each wheel and the actual distance corresponding to each wheel. In some embodiments of this application, the decision-making module 110 is further configured to: determine the remaining time corresponding to the wheel based on the wheel rotation speed and the actual distance corresponding to the wheel. Taking the left front wheel and right front wheel of a vehicle as an example, based on the actual distance S corresponding to the left front wheel... fl And the wheel speed N of the left front wheel w,fl The remaining time t corresponding to the left front wheel can be determined. fl,res Based on the actual distance S corresponding to the right front wheel f r and the wheel speed N of the right front wheel w,fr The remaining time t corresponding to the right front wheel can be determined. fr,res .

[0267] Based on the above embodiments, activating the decision module 110 can obtain distance data corresponding to each wheel, such as the distance data S corresponding to the left front wheel. fl Distance data S corresponding to the right front wheel fr Distance data S corresponding to the left rear wheel rl Distance data S corresponding to the right rear wheel rr In response to invalid distance data for each wheel, the decision module 110 can generate and output a preset power enable command and a process power enable command for the second command value. For example, the preset power enable command E dft =0, the process of the left front wheel acts as the power enable command E fl,proc=0, the process of the right front wheel acts as the power enable command E fr，proc =0, the process of the left rear wheel acts as the power enable command E rl，proc =0, the process of the right rear wheel acts as the power enable command E rr，proc =0. In response to the distance data corresponding to at least one wheel being the actual distance of that wheel (i.e., the distance data corresponding to at least one wheel is not an invalid value), the decision module 110 is activated to determine the remaining time before at least one wheel contacts the target. In response to the remaining time corresponding to at least one wheel being less than the preset time t... crt The decision module 110 can generate a preset power enable command with a first command value, for example, the preset power enable command E. dft =1. In this application embodiment, the preset duration t... crt The specific value is not limited and can be flexibly set according to the needs in actual application. For any wheel, in response to the remaining time corresponding to that wheel being less than or equal to zero, the decision module 110 can activate the power enable command for the process of generating the first command value for that wheel, that is, the power enable command for the process of generating the first command value for that wheel is the first command value.

[0268] In summary, the vehicle motion controller provided in this application embodiment determines the preset action power enable command and the process action power enable command by activating the decision module based on the distance data of the target object on the driving path of each wheel. This enables other modules in the vehicle motion controller to determine whether the vehicle has detected the target object and whether each wheel in the vehicle is in contact with the target object, so that other modules can further determine the preset action power and the process action power of each wheel and adjust the suspension action power of each wheel.

[0269] In some embodiments of this application, as shown in FIG9, the vehicle motion controller 100 further includes a preset operating force module 130. The preset operating force module 130 is connected to the activation decision module 110 and the arbitration module 120, respectively. The preset operating force module 130 can receive preset operating force enable commands from the activation decision module 110, calculate preset operating forces, and send preset operating forces to the arbitration module 120.

[0270] The preset operating force module 130 is configured to: determine the preset operating force as zero in response to a preset operating force enable command being a second command value; and determine the preset operating force based on the height data of the target object on the driving path of each wheel in response to a preset operating force enable command being a first command value. Specifically, in response to a preset operating force enable command being a first command value, the preset operating force module 130 can first calculate the maximum value of the preset operating force, i.e., the maximum operating force, and then determine the preset operating force at each moment based on the maximum operating force. In some embodiments of this application, the preset operating force module 130 is further configured to: determine the maximum operating force based on the height data of the target object on the driving path of each wheel in response to a preset operating force enable command being a first command value; and determine the preset operating force at each moment within a preset time period based on the maximum operating force.

[0271] The preset time period is shorter than the remaining time for any single wheel, and this preset time period occurs before the vehicle contacts the target object. Therefore, within this preset time period before the vehicle contacts the target object, the preset operating power module 130 adjusts the preset operating power to its maximum operating power. In some embodiments of this application, the preset operating power monotonically changes to its maximum operating power within the preset time period. For example, the preset operating power is monotonically increased to reach its maximum operating power; or the preset operating power is monotonically decreased to reach its maximum operating power. When adjusting the preset operating power to its maximum operating power, the preset operating power can be continuously adjusted to achieve the maximum operating power. It should be understood that after the preset time period, the preset operating power can remain unchanged. That is, after the preset operating power is monotonically changed to its maximum operating power, the preset operating power can be maintained at its maximum operating power.

[0272] In some embodiments of this application, the preset operating force module 130 is further configured to: in response to a preset operating force enable command being a first command value, determine the target operating force of each wheel based on the height data of the target object on the driving path of each wheel; and determine the maximum operating force based on the target operating forces of multiple wheels. In some embodiments of this application, the preset operating force module 130 is further configured to: use the maximum value among the target operating forces of multiple wheels as the maximum operating force. Of course, in practical applications, the preset operating force module 130 may also use the minimum value among the target operating forces of multiple wheels, or the average value of the target operating forces of multiple wheels, etc., as the maximum operating force; this application does not limit this. The preset operating force module 130 can determine the target operating force of each wheel based on the height data of the target object on the driving path of each wheel, the suspension stiffness of each wheel, and the suspension lever ratio of each wheel.

[0273] Based on the above embodiments, the preset operation power module 130 can receive a preset operation power enable command from the activation decision module 110. When the preset operation power module 130 detects that the preset operation power enable command is a second command value, such as the preset operation power enable command E... dft When = 0, the preset working force F output by the preset working force module 130 to the arbitration module 120 dft =0. When the preset operating power module 130 detects that the preset operating power enable command is the first command value, for example, the preset operating power enable command E... dft When the value is 1, the preset action power module 130 determines the maximum action power F based on the height data of the target object on the travel path of each wheel. dft，max and within the preset time period t rgln Internally based on maximum working force F dft，max Determine the preset action force F at each moment dft This is output to the arbitration module 120. The preset operating power F dft During the preset time period t rgln The internal monotonic change reaches the maximum working force F dft，max For example, taking the height data corresponding to the left front wheel as the actual height of the left front wheel, the height data corresponding to the right front wheel as the actual height of the right front wheel, and the height data corresponding to the left rear wheel as the actual height of the left rear wheel as an example, that is, assuming that the height data corresponding to the left front wheel, right front wheel, and left rear wheel are not invalid values, the target force F of the left front wheel fl，max The target of the left rear wheel acts as the driving force F rl,max The results can be obtained from formulas 1 and 2 below; similarly, the target driving force F of the right front wheel can be obtained. fr，max Thus maximizing the working force F dft，max The target of the left front wheel can be used as the driving force F fl，max The target force F of the left rear wheel rl,max The target of the right front wheel acts as the driving force F fr,max The maximum value in.

[0274] Formula 1:

[0275] Formula 2:

[0276] Among them, H fl H represents the height data corresponding to the left front wheel. rl This refers to the height data corresponding to the left rear wheel; k f k represents the suspension stiffness of the left front wheel. r The suspension stiffness of the left rear wheel; i f i is the suspension lever ratio of the left front wheel. r The suspension lever ratio of the left rear wheel.

[0277] In summary, the vehicle motion controller provided in this application adjusts the suspension action of each wheel according to a preset action force within a preset time period before the vehicle contacts the target object. This allows the suspension height of each wheel to be raised or lowered in advance before contacting the target object, reserving space for subsequent suspension adjustments. Furthermore, in this application embodiment, the preset action force monotonically changes to the maximum action force within the preset time period, smoothing out the suspension action force adjustment process.

[0278] In some embodiments of this application, as shown in FIG9, the vehicle motion controller 100 further includes a process operation power module 140. The process operation power module 140 is connected to the activation decision module 110 and the arbitration module 120, respectively. The process operation power module 140 can receive process operation power enable commands from the activation decision module 110, calculate process operation power, and send process operation power to the arbitration module 120.

[0279] The process power module 140 is used to: determine that the process power of the wheel is zero in response to a second instruction value for the process power enable command of the wheel; and determine the process power of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius, and the wheel rotation speed in response to a first instruction value for the process power enable command of the wheel. Specifically, for any wheel, if the remaining time before the wheel contacts the target object is less than or equal to zero, the process power enable command for that wheel is the first instruction value; otherwise, the process power enable command for that wheel is the second instruction value. In this embodiment, responding to the second instruction value for the process power enable command of the wheel means that the process power is output as zero before the wheel contacts the target object; while responding to the first instruction value for the process power enable command of the wheel means that the process power is determined and output in real time during the process of the wheel contacting the target object.

[0280] In some embodiments of this application, the process power module 140 is further configured to: respond to a process power enable command for the wheel as a first command value, determine the change in the center of gravity height of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius, and the wheel speed; and determine the process power of the wheel based on the change in the center of gravity height. The process power module 140 may first determine the change in wheel angle, and then determine the change in center of gravity height based on the change in wheel angle. Therefore, the process power module 140 is further configured to: respond to a preset power enable command as a first command value, determine a wheel angle threshold based on the height data of the target object on the wheel's travel path and the wheel radius; determine the change in wheel angle based on the wheel speed and the wheel angle threshold; and determine the change in the center of gravity height of the wheel based on the change in wheel angle and the wheel radius. Of course, in practical applications, the wheel angle threshold can also be determined by the activation decision module 110, and the process power module 140 receives the wheel angle threshold from the activation decision module 110. For example, for any given wheel, if the height data corresponding to that wheel is invalid, the decision module 110 will output that the wheel angle threshold corresponding to that wheel is zero; if the height data corresponding to that wheel is not invalid, the decision module 110 will calculate and output the wheel angle threshold corresponding to that wheel in real time.

[0281] Based on the above embodiments, for any one wheel, the process power module 140 can receive a process power enable command for that wheel from the activation decision module 110. When the process power module 140 detects that the process power enable command for that wheel is a second command value, for example, when the process power enable command for that wheel is zero, the process power module 140 outputs to the arbitration module 120 that the process power of that wheel is zero. At this time, it can also output to the arbitration module 120 that the wheel angle change is zero. When the process power module 140 detects that the process power enable command for that wheel is a first command value, for example, when the process power enable command for that wheel is one, the process power module 140 determines the process power and wheel angle change of that wheel based on the height data of the target object on the wheel's travel path, the wheel radius of that wheel, and the wheel speed of that wheel.

[0282] For example, taking the left front wheel of a vehicle as an example, the process of the left front wheel is to generate power F. proc,fl It can be shown in Formula 3 below.

[0283] Formula 3:

[0284] Among them, h flThis represents the change in the center of gravity height of the left front wheel. This change in the center of gravity height of the left front wheel can be represented by Formula 4 below.

[0285] Formula 4: h fl =Rcos(θ) fl,crt -θ fl )-Rcosθ fl,crt

[0286] As shown in Figure 10, θ fl Δθ represents the change in the wheel angle of the left front wheel. fl,crt Let R be the wheel angle threshold of the left front wheel; and R be the wheel radius of the left front wheel. The wheel angle threshold of the left front wheel can be expressed as shown in Formula 5 below. The change in wheel angle of the left front wheel can be expressed as shown in Formula 6 below.

[0287] Formula 5:

[0288] Formula 6:

[0289] Where, Δθ fl,k+1 Let Δθ be the change in wheel angle of the left front wheel at the current moment. fl,k Δθ represents the change in wheel angle of the left front wheel at the previous moment. fl,k This represents the change in wheel angle during the time interval between the current moment and the previous moment. The change in wheel angle Δθ during the time interval between the current moment and the previous moment. fl,k It can be shown in Formula 7 below.

[0290] Formula 7:

[0291] Where Δt is the time interval between the current time and the previous time; N w,fl N represents the wheel speed. w,crt This is the wheel speed threshold. Because the wheel speed sensor has a steady-state error, integration causes the wheel steering angle to diverge. Therefore, a wheel speed dead zone needs to be set, i.e., when N... w,fl ≤N w,crt When, Δθ fl,k It is zero.

[0292] Similarly, the process of the right front wheel of the vehicle acting as the driving force F can be obtained. proc,fr The process of the left rear wheel acting as a power source F proc,rl The process of the right rear wheel acting as a power source F proc,rr And the change in wheel angle θ of the right front wheel fr The change in wheel angle θ of the left rear wheel rl The change in wheel angle θ of the right rear wheel rr .

[0293] Arbitration module 120 responds to a preset power enable command as a second command value, for example, the preset power enable command E. dft =0, no adjustment of the suspension power of each wheel is required. The arbitration module 120 responds to the preset power enable command as the first command value, for example, the preset power enable command E dft =1, based on the preset driving force and the driving force of each wheel, continuously adjust the suspension driving force of each wheel.

[0294] Taking the left front wheel of a vehicle as an example, the suspension action of the left front wheel can be shown in Formula 8 below.

[0295] Formula 8: F odr,f l = F dft +F proc,fr

[0296] Before the vehicle contacts the target object, although the preset operating force enable command is the first command value, the process operating force enable command for each wheel is the second command value, resulting in zero process operating force for each wheel. The arbitration module 120 adjusts the suspension operating force of each wheel based on the preset operating force. For any given wheel, during the process of that wheel contacting the target object, both the preset operating force enable command and the process operating force enable command for that wheel are the first command value. Therefore, the arbitration module 120 continuously adjusts the suspension operating force of that wheel based on the preset operating force and the process operating force of that wheel.

[0297] In summary, the vehicle motion controller provided in this application continuously adjusts the suspension force of the wheel according to the preset force and the wheel's process force during the process of the wheel contacting the step, so that the suspension height of the wheel is lowered or raised in a timely manner, maintaining the stability of the vehicle body during the process of passing the target object, which helps to achieve seamless passing of the target object.

[0298] In some embodiments of this application, the arbitration module 120 is further configured to: adjust the suspension action of each wheel in response to a preset action force enabling command switching from a first command value to a second command value, until the suspension action of each wheel is zero. When the preset action force enabling command switches from the first command value to the second command value, it indicates that the vehicle has detected and passed the target object, thus the arbitration module 120 can restore the suspension action of each wheel. In this embodiment, the suspension action of each wheel is restored to zero. In some embodiments of this application, the arbitration module 120 is further configured to: adjust the suspension action of each wheel according to the action force adjustment parameters in response to a preset action force enabling command switching from the first command value to the second command value, until the suspension action of each wheel is zero. For any given wheel, the difference in suspension action of that wheel before and after an adjustment can be considered the action force adjustment parameters. Furthermore, for any given wheel, the suspension action of that wheel can monotonically change to zero, and / or, the suspension action of that wheel can be continuously adjusted to zero.

[0299] Taking the left front wheel of a vehicle as an example, in response to the preset power enable command switching from the first command value to the second command value, the suspension power of the left front wheel can be as shown in Formula 9 below.

[0300] Formula 9:

[0301] Among them, F odr,fl,k+1 F provides power to the suspension of the left front wheel at the current moment. odr,fl,k F provides power to the suspension of the left front wheel in the previous moment. step The parameters for power adjustment are as follows. Among them, the power adjustment parameter F... step In practical applications, it can be set to greater than zero.

[0302] In summary, the vehicle motion controller provided in this application promptly restores the suspension power of each wheel after the vehicle passes the target object, thereby restoring the vehicle to its normal driving state. Furthermore, in this application embodiment, after the vehicle passes the target object, the suspension power of each vehicle monotonically changes to zero, smoothing the adjustment process of the suspension power and contributing to seamless passing of the target object.

[0303] According to a seventh aspect of this application, an embodiment of this application provides a vehicle control system.

[0304] Please refer to Figure 11, which is a schematic diagram of a vehicle control system provided in an embodiment of this application. As shown in Figure 11, the vehicle control system 000 includes a vehicle motion controller 100.

[0305] The vehicle motion controller 100 is used to: adjust the suspension forces of each wheel of the vehicle according to a preset action force before the vehicle contacts the target object; and continuously adjust the suspension forces of the wheels according to the preset action force and the process action force of the wheels during the contact with the target object. For a detailed explanation of how the vehicle motion controller 100 determines the preset action force and the process action force of each wheel, and adjusts the suspension forces of each wheel, please refer to the above embodiment, which will not be repeated here.

[0306] In some embodiments of this application, as shown in FIG11, the vehicle control system 000 further includes a pre-aiming system 200, which is connected to the vehicle motion controller 100.

[0307] The aiming system 200 is used to detect whether there is a target object on the vehicle's driving path and to acquire relevant data about the target object, such as distance data and / or height data. In this embodiment, the aiming system 200 is used to detect whether there is a target object on the driving path of each wheel of the vehicle and to acquire distance data and / or height data of the target object on the driving path of each wheel. The aiming system 200 is also used to output the distance data and / or height data of the target object on the driving path of each wheel to the vehicle motion controller 100.

[0308] Taking any wheel in a vehicle as an example, in some embodiments of this application, the pre-aiming system 200 is further configured to: in response to no target being detected on the driving path of the wheel, output the distance data corresponding to the wheel as invalid, and / or output the height data corresponding to the wheel as invalid; in response to a target being detected on the driving path of the wheel, output the distance data corresponding to the wheel as the actual distance corresponding to the wheel, and / or output the height data corresponding to the wheel as the actual height corresponding to the wheel. Furthermore, the pre-aiming system 200 is also configured to: in response to the actual distances corresponding to each wheel being less than or equal to zero, output all distance data corresponding to each wheel as invalid, and / or output all height data corresponding to each wheel as invalid. The invalid values ​​can be preset; for example, invalid values ​​can be 0000 or XXXX, etc., and this application embodiment does not limit this.

[0309] In response to the detection of a target object on the travel path of the wheel and the target object being within the field of view of the pre-aiming system 200, the pre-aiming system 200 can directly acquire the distance data and / or height data corresponding to the wheel, that is, directly acquire the actual distance and / or actual height corresponding to the wheel. In response to the detection of a target object on the travel path of the wheel and the target object being outside the field of view of the pre-aiming system 200, that is, the target object moving out of the field of view of the pre-aiming system 200, the pre-aiming system 200 can calculate and obtain the distance data and / or height data corresponding to the wheel, that is, calculate and obtain the actual distance and / or actual height corresponding to the wheel. It should be understood that the actual distance corresponding to the wheel refers to the actual distance of the target object on the travel path of the wheel, and the actual height corresponding to the wheel refers to the actual height of the target object on the travel path of the wheel.

[0310] In some embodiments of this application, as shown in FIG11, the vehicle control system 000 further includes a vehicle controller 300, which is connected to the pre-aiming system 200 and is used to send steering wheel angle data to the pre-aiming system 200; thereby, the pre-aiming system 200 can calculate the actual distance and / or actual height corresponding to the wheels based on the steering wheel angle data, etc. In some embodiments of this application, the vehicle controller 300 is connected to the vehicle motion controller 100 and is used to output the wheel speed of each wheel to the vehicle motion controller 100 so that the vehicle motion controller 100 can determine the process of each wheel for power, etc. The vehicle controller 300 can obtain the wheel speed of each wheel through wheel speed sensors, or indirectly calculate the wheel speed of each wheel through motor speed.

[0311] In some embodiments of this application, as shown in FIG11, the vehicle control system 000 further includes a vehicle suspension connected to the vehicle motion controller 100. This vehicle suspension is used to adjust the distance between the wheels and the vehicle body based on the suspension power applied to the wheels. The vehicle suspension may include adjustable components, such as a spring 600, so that the distance between the wheels and the vehicle body can be adjusted by adjusting the length of the spring 600. In some embodiments of this application, the vehicle suspension includes an electromagnetic suspension. Of course, the vehicle suspension can also be a hydraulic suspension, a rack and pinion suspension, or a ball screw suspension, etc., and this application does not limit this to any particular type.

[0312] As shown in Figure 11, the vehicle suspension also includes a suspension controller 400 and an actuator 500. The suspension controller 400 is connected to the vehicle motion controller 100, and the actuator 500 is connected to the suspension controller 400. The vehicle motion controller 100 outputs suspension forces to each wheel to the suspension controller 400. The suspension controller 400 outputs actuator current to the actuator 500 based on the wheel's suspension forces. The actuator 500 adjusts the wheel's output force based on the wheel's actuator current to adjust the distance between the wheel and the vehicle body. As shown in Figure 11, the actuator 500 can adjust the length of the spring 600 by controlling the wheel's output force, thereby adjusting the distance between the wheel 700 and the vehicle body 800.

[0313] Based on the above embodiments, as shown in Figure 12, the vehicle controller 300 sends steering wheel angle data to the pre-aiming system 200 and wheel speeds of each wheel to the vehicle motion controller 100; the pre-aiming system 200 detects whether there are targets on the driving paths of each wheel, obtains distance and height data of the targets on the driving paths of each wheel, and sends the corresponding distance and height data of each wheel to the vehicle motion controller 100; the vehicle motion controller 100 continuously adjusts the suspension action of each wheel according to the corresponding distance and height data of each wheel and the wheel speed of each wheel, and sends the suspension action of each wheel to the suspension controller 400; the suspension controller 400 outputs the actuator current of each wheel to the actuator 500 of each wheel according to the suspension action of each wheel; the actuator 500 of each wheel determines the output action of the wheel according to the actuator current of the wheel to adjust the length of the spring 600, thereby driving the vertical movement of the wheel 700 and realizing the stability of the vehicle body 800 during the process of the vehicle going up the step.

[0314] It should be understood that the vehicle control system includes the aforementioned vehicle motion controller. For a description of the beneficial effects of the vehicle control system, please refer to the description of the vehicle motion controller; further details will not be provided here.

[0315] According to the eighth aspect of this application, embodiments of this application provide a vehicle control method.

[0316] Please refer to Figure 13, which is a flowchart of a vehicle control method provided in an embodiment of this application. As shown in Figure 13, the vehicle control method may include the following steps:

[0317] Step S510: Before the vehicle contacts the target object, adjust the suspension power of each wheel of the vehicle according to the preset power.

[0318] Step S520: During the process of the wheel contacting the target object, the suspension force of the wheel is continuously adjusted according to the preset force and the process force of the wheel.

[0319] In some embodiments of this application, the driving force is pre-programmed to change monotonically to the maximum driving force before the vehicle contacts the target.

[0320] In some embodiments of this application, the preset operating force is monotonically varied to the maximum operating force during a preset time period before the vehicle contacts the target.

[0321] In some embodiments of this application, the method further includes: determining the maximum driving force based on the height data of the target object on the driving path of each wheel.

[0322] In some embodiments of this application, determining the maximum working force based on the height data of the target object on the driving path of each wheel includes: determining the target working force of each wheel based on the height data of the target object on the driving path of each wheel; and determining the maximum working force based on the target working forces of multiple wheels.

[0323] In some embodiments of this application, determining the maximum working force based on the target working force of multiple wheels includes: taking the maximum value among the target working forces of multiple wheels as the maximum working force.

[0324] In some embodiments of this application, the method further includes: during the process of the wheel contacting the target object, determining the process power of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius, and the wheel speed.

[0325] In some embodiments of this application, determining the driving force of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius, and the wheel speed includes: determining the change in the center of gravity height of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius, and the wheel speed; and determining the driving force of the wheel based on the change in the center of gravity height.

[0326] In some embodiments of this application, determining the change in the center of gravity height of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius, and the wheel rotation speed includes: determining a wheel angle threshold based on the height data of the target object on the wheel's travel path and the wheel radius; determining the change in wheel angle based on the wheel rotation speed and the wheel angle threshold; and determining the change in the center of gravity height of the wheel based on the change in wheel angle and the wheel radius.

[0327] In some embodiments of this application, the method further includes: adjusting the suspension action of each wheel of the vehicle according to a preset action force, in response to the remaining time before the vehicle contacts the target being less than a preset time.

[0328] In some embodiments of this application, the method further includes: determining the remaining time before each wheel contacts the target based on the distance data between the target and each wheel, and the wheel rotation speed of each wheel; wherein the remaining time before the vehicle contacts the target is the minimum value among the remaining times before multiple wheels contact the target.

[0329] In some embodiments of this application, wheel contact with target is determined when the remaining time before wheel contact with target is less than or equal to zero.

[0330] In some embodiments of this application, the method further includes: after the vehicle passes the target, adjusting the suspension power of each wheel until the suspension power of each wheel is zero.

[0331] In some embodiments of this application, after the vehicle passes the target, the suspension action of each vehicle changes monotonically to zero.

[0332] In some embodiments of this application, adjusting the suspension action of each wheel until the suspension action of each wheel is zero includes: adjusting the suspension action of each wheel according to the action force adjustment parameter until the suspension action of each wheel is zero; wherein, the difference in suspension action before and after one adjustment is the action force adjustment parameter.

[0333] It should be understood that the above vehicle control method is executed by the above vehicle motion controller. For a detailed explanation of each step in the above vehicle control method and its beneficial effects, please refer to the embodiment of the above vehicle motion controller, which will not be elaborated here.

[0334] This application also provides an electronic device. Referring to FIG14, FIG14 is a schematic diagram of an electronic device according to an embodiment of this application. As shown in FIG14, the electronic device 900 includes a memory 910 and a processor 920. The memory 910 and the processor 920 are connected via a bus for communication. The memory 910 stores a computer program, which can be run on the processor 920 to implement the steps in the pitch control method of this application embodiment.

[0335] This application also provides a non-transitory computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of the pitch control method and vehicle control method in this application.

[0336] This application also provides a computer program product, including a computer program, which, when executed by a processor, implements the steps in the pitch control method and vehicle control method of this application.

[0337] As shown in Figure 15, this application embodiment also provides a vehicle 10, which includes the aforementioned vehicle motion controller or vehicle control system. This vehicle possesses all the beneficial effects of the aforementioned vehicle motion controller or vehicle control system, which will not be elaborated upon here.

[0338] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions.

[0339] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0340] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or computer program products. Therefore, embodiments of this application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of this application can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0341] In some embodiments of this application, a computer-readable storage medium may be any tangible medium that contains or stores a program that may be used or combined with an instruction execution system, apparatus, or device.

[0342] Computer program code for performing operations of some embodiments of this application can be written in one or more programming languages ​​or a combination thereof. These programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network (including a Local Area Network (LAN) or a Wide Area Network (WAN)), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0343] The units described in some embodiments of this application can be implemented in software or in hardware. The described units can also be located in a processor.

[0344] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Array (FPGA), Application Specific Integrated Circuit (ASIC), Application Specific Standard Parts (ASSP), System on Chip (SOC), Complex Programmable Logic Device (CPLD), and so on.

[0345] This application describes embodiments with reference to flowchart illustrations and / or block diagrams of methods, apparatus, electronic devices, and computer program products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal equipment to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal equipment, create means for implementing the functions specified in one or more blocks of the flowchart illustrations and / or one or more blocks of the block diagrams.

[0346] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and / or one or more block diagrams.

[0347] These computer program instructions may also be loaded onto a computer or other programmable data processing terminal equipment to cause a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable terminal equipment, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0348] Although some embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make further changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present application.

[0349] The foregoing has provided a detailed description of a pitch control, vehicle control method, controller, system, and vehicle provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A control method of a vehicle, characterized by, include: The parameters of the vehicle's electromagnetic suspension are determined based on the target driving force; Based on the parameters, the electromagnetic suspension is controlled to adjust the vehicle's pitch angle.

2. The method of claim 1, wherein, Also includes: During vehicle operation, the first control unit determines the target driving force based on the received translational acceleration and pitch acceleration.

3. The method of claim 2, wherein, The parameters of the vehicle's electromagnetic suspension are determined based on the target active force, including: The parameters of the electromagnetic suspension are determined by the second control unit based on the target active force.

4. The method of claim 3, wherein, Based on the parameters, controlling the electromagnetic suspension to adjust the vehicle's pitch angle includes: The second control unit controls the electromagnetic suspension based on the parameters to adjust the vehicle's pitch angle.

5. The method of claim 2, wherein, The parameters of the vehicle's electromagnetic suspension are determined based on the target active force, including: The parameters of the electromagnetic suspension are determined by the first control unit based on the target active force.

6. The method of claim 5, wherein, Based on the parameters, controlling the electromagnetic suspension to adjust the vehicle's pitch angle includes: The first control unit controls the electromagnetic suspension based on the parameters to adjust the vehicle's pitch angle.

7. The method of claim 2, wherein, Based on the received translational acceleration and pitch acceleration, the target's active force is determined, including: Based on the translational acceleration and the pitch angular acceleration, the first pitch angle of the electromagnetic suspension without active force is determined; Based on the first pitch angle, determine the second pitch angle of the electromagnetic suspension under active force. The target's active force is determined based on the second pitch angle.

8. The method of claim 7, wherein, Also includes: Set the target control factor according to the pitch adjustment requirements; The target control factor characterizes the degree to which the active force adjusts the pitch angle of the vehicle; Based on the first pitch angle, determining the second pitch angle of the electromagnetic suspension under active force includes: Based on the target control factor and the first pitch angle, the second pitch angle of the electromagnetic suspension under active force is determined.

9. The method of claim 7, wherein, Also includes: Determine the control interval to which the target control factor belongs; Based on the first pitch angle, determining the second pitch angle of the electromagnetic suspension under active force includes: Based on the control range to which the target control factor belongs and the first pitch angle, the adjustment range of the second pitch angle of the electromagnetic suspension under active force is determined; Determining the target's active force based on the second pitch angle includes: The adjustment range of the target's active force is determined based on the adjustment range of the second pitch angle.

10. The method of claim 9, wherein, Determining the control interval to which the target control factor belongs includes: Obtain target vehicle usage information, which includes the user group, target road conditions, and vehicle performance; Based on the target vehicle information, determine the control range to which the target control factor belongs; The larger the value of the target control factor, the greater the target active force obtained.

11. The method of claim 3, wherein, The parameters of the electromagnetic suspension are determined by the second control unit based on the target active force, including: Determine the active force signal corresponding to the target active force; The first control unit transmits the active power signal to the second control unit; The second control unit determines the magnitude of the current output to the electromagnetic suspension based on the received active force signal.

12. The method of claim 5, wherein, The first control unit determines the parameters of the electromagnetic suspension based on the target active force, including: The first control unit determines the magnitude of the current output to the electromagnetic suspension based on the target active force.

13. The method according to claim 11 or 12, characterized in that, Based on the parameters, controlling the electromagnetic suspension to adjust the vehicle's pitch angle includes: Adjust the pitch angle of the electromagnetic suspension according to the magnitude of the current; The pitch angle of the vehicle is adjusted by adjusting the pitch angle of the electromagnetic suspension.

14. The method of claim 7, wherein, Also includes: Based on the structure of the electromagnetic suspension, the first parameter is obtained; Based on the vehicle information, the second parameter is obtained; Determining the first pitch angle of the electromagnetic suspension without active force participation based on the translational acceleration and the pitch angular acceleration includes: Based on the translational acceleration, the pitch angular acceleration, the first parameter, and the second parameter, the first pitch angle of the electromagnetic suspension without active force is determined. Determining the target's active force based on the second pitch angle includes: The target's active force is determined based on the second pitch angle, the first parameter, and the second parameter.

15. A vehicle control method characterized by, include: Before the vehicle comes into contact with the target, the suspension of each wheel of the vehicle is adjusted according to the preset power. During the process of the wheel contacting the target object, the suspension force of the wheel is continuously adjusted according to the preset force and the process force of the wheel.

16. The method of claim 15, wherein, Before the vehicle comes into contact with the target, the preset operating force is monotonically changed to the maximum operating force.

17. The method of claim 16, wherein, During a preset time period before the vehicle contacts the target, the preset operating force monotonically changes to the maximum operating force.

18. The method of claim 16, wherein, The method further includes: The maximum driving force is determined based on the height data of the target object on the travel path of each of the wheels.

19. The method of claim 18, wherein, Determining the maximum driving force based on the height data of the target object along the travel path of each of the wheels includes: Based on the height data of the target object on the travel path of each of the wheels, the target power of each of the wheels is determined; The maximum driving force is determined based on the target driving force of the multiple wheels.

20. The method of claim 19, wherein, Determining the maximum driving force based on the target driving force of the multiple wheels includes: The maximum value among the target forces of the multiple wheels is taken as the maximum working force.

21. The method of claim 15, wherein, The method further includes: During the process of the wheel contacting the target object, the process of the wheel is determined to be powered by the height data of the target object on the wheel's travel path, the wheel radius, and the wheel speed.

22. The method of claim 21, wherein, The process of determining the power of the wheel based on the height data of the target object on the wheel's travel path, the wheel radius, and the wheel speed includes: The change in the center of gravity height of the wheel is determined based on the height data of the target object on the driving path of the wheel, the wheel radius of the wheel, and the wheel rotation speed of the wheel. The process of determining the power source of the wheel is based on the change in the center of gravity height of the wheel.

23. The method of claim 22, wherein, The step of determining the change in the center-of-gravity height of the wheel based on the height data of the target object along the wheel's travel path, the wheel radius, and the wheel rotation speed includes: Based on the height data of the target object on the driving path of the wheel and the wheel radius, determine the wheel turning angle threshold of the wheel; The amount of change in wheel angle is determined based on the wheel rotation speed and the wheel angle threshold. The change in the center of gravity height of the wheel is determined based on the change in the wheel's rotation angle and the wheel's radius.

24. The method of claim 15, wherein, The method further includes: Before the vehicle contacts the target, if the remaining time before the vehicle contacts the target is less than a preset time, the suspension of each wheel of the vehicle is adjusted according to the preset power.

25. The method of claim 24, wherein, The method further includes: Based on the distance data between the target object and each of the wheels, and the wheel rotation speed of each of the wheels, the remaining time before each of the wheels contacts the target object is determined; The remaining time before the vehicle contacts the target is the minimum of the remaining times before the multiple wheels contact the target.

26. The method of claim 24, wherein, If the remaining time before the wheel contacts the target is less than or equal to zero, it is determined that the wheel is in contact with the target.

27. The method of claim 15, wherein, The method further includes: After the vehicle passes the target, the suspension power of each wheel is adjusted until the suspension power of each wheel is zero.

28. The method of claim 27, wherein, After the vehicles pass the target, the suspension dynamics of each vehicle change monotonically to zero.

29. The method of claim 27, wherein, Adjusting the suspension power of each wheel until the suspension power of each wheel is zero includes: According to the power adjustment parameters, adjust the suspension power of each wheel until the suspension power of each wheel is zero. The difference between the suspension action force before and after an adjustment is the action force adjustment parameter.

30. A vehicle motion controller characterized by comprising: The vehicle motion controller (100) is used for: Before the vehicle comes into contact with the target, the suspension of each wheel of the vehicle is adjusted according to the preset power. During the process of the wheel contacting the target object, the suspension force of the wheel is continuously adjusted according to the preset force and the process force of the wheel.

31. The vehicle motion controller of claim 30, wherein, The vehicle motion controller (100) includes an activation decision module (110) and an arbitration module (120) connected to the activation decision module (110); wherein, The activation decision module (110) is used to: generate a preset power enable command based on the distance data of the target object on the driving path of each wheel; The arbitration module (120) is used to: in response to the preset working power enable command being a first command value, adjust the suspension working power of each wheel according to the preset working power and the process working power of each wheel.

32. The vehicle motion controller of claim 31, wherein, The activation decision module (110) is also used for: In response to the fact that the distance data corresponding to each of the wheels is invalid, the preset power enable command that generates the second command value is generated. In response to the fact that the distance data corresponding to at least one of the wheels is the actual distance of the target object on the travel path of the wheel, the remaining time before at least one of the wheels contacts the target object is determined; In response to a remaining time less than a preset time corresponding to at least one of the wheels, the preset power enable command of the first command value is generated.

33. The vehicle motion controller of claim 32, wherein, The vehicle motion controller (100) further includes a preset action power module (130) connected to the activation decision module (110) and the arbitration module (120) respectively; wherein, the preset action power module (130) is used for: In response to the preset action power enable command being the second command value, the preset action power is determined to be zero; In response to the preset action force enabling command being the first command value, the preset action force is determined based on the height data of the target object on the driving path of each of the wheels.

34. The vehicle motion controller of claim 33, wherein, The preset power module (130) is also used for: In response to the preset power enable command being the first command value, the maximum power is determined based on the height data of the target object on the driving path of each of the wheels. Based on the maximum working force, determine the preset working force at each moment within the preset time period; The duration of the preset time period is less than the remaining time corresponding to any one of the wheels.

35. The vehicle motion controller of claim 34, wherein, The preset operating force monotonically changes to the maximum operating force within the preset time period.

36. The vehicle motion controller of claim 34, wherein, The preset power module (130) is also used for: In response to the preset power enable command being the first command value, the target power of each wheel is determined based on the height data of the target object on the driving path of each wheel. The maximum driving force is determined based on the target driving force of the multiple wheels.

37. The vehicle motion controller of claim 36, wherein, The preset power module (130) is also used for: The maximum value among the target forces of the multiple wheels is taken as the maximum working force.

38. The vehicle motion controller of claim 31, wherein, The activation decision module (110) is also used for: In response to the invalid value of the distance data corresponding to the wheel, the process of generating the wheel is given a power enable command as the second command value. In response to the distance data corresponding to the wheel being the actual distance of the target object on the wheel's travel path, the remaining time before the wheel contacts the target object is determined; In response to the remaining time corresponding to the wheel being less than or equal to zero, the process of generating the wheel is given a power enable command of the first command value; wherein, when the process of generating the wheel is given a power enable command of the first command value, it is determined that the wheel is in contact with the target object.

39. The vehicle motion controller of claim 38, wherein, The vehicle motion controller (100) further includes a process power module (140) connected to the activation decision module (110) and the arbitration module (120) respectively; wherein, the process power module (140) is used for: In response to the process power enable command of the wheel being the second command value, it is determined that the process power of the wheel is zero; In response to the first command value, the process power of the wheel is determined based on the height data of the target object on the driving path of the wheel, the wheel radius, and the wheel speed.

40. The vehicle motion controller of claim 39, wherein, The process power module (140) is also used for: The power enable command in response to the wheel is the first command value. Based on the height data of the target object on the wheel's travel path, the wheel radius of the wheel, and the wheel speed of the wheel, the change in the center of gravity height of the wheel is determined. The process of determining the power source of the wheel is based on the change in the center of gravity height of the wheel.

41. The vehicle motion controller of claim 40, wherein, The process power module (140) is also used for: In response to the preset power enable command being the first command value, the wheel angle threshold of the wheel is determined based on the height data of the target object on the driving path of the wheel and the wheel radius of the wheel. The amount of change in wheel angle is determined based on the wheel rotation speed and the wheel angle threshold. The change in the center of gravity height of the wheel is determined based on the change in the wheel's rotation angle and the wheel's radius.

42. A vehicle motion controller according to any one of claims 31 to 41, characterized by The arbitration module (120) is also used for: In response to the preset action force enable command switching from the first command value to the second command value, the suspension action force of each wheel is adjusted until the suspension action force of each wheel is zero.

43. The vehicle motion controller of claim 42, wherein, The arbitration module (120) is also used for: In response to the preset action power enable command switching from the first command value to the second command value, the suspension action power of each wheel is adjusted according to the action power adjustment parameters until the suspension action power of each wheel is zero.

44. A vehicle control system characterized by comprising: The vehicle control system (000) includes a vehicle motion controller (100); The vehicle motion controller (100) is used to: adjust the suspension action of each wheel of the vehicle according to a preset action force before the vehicle contacts the target object; and continuously adjust the suspension action of the wheel according to the preset action force and the process action force of the wheel during the contact of the wheel with the target object.

45. The vehicle control system of claim 44, wherein, The vehicle control system (000) also includes a pre-aiming system (200) connected to the vehicle motion controller (100); The aiming system (200) is used to output distance data and / or height data of the target object on the driving path of each wheel to the vehicle motion controller (100).

46. The vehicle control system of claim 45, wherein, The vehicle control system (000) also includes a vehicle controller (300) connected to the pre-aiming system (200); The vehicle controller (300) is used to output steering wheel angle data to the pre-aiming system (200).

47. The vehicle control system of claim 44, wherein, The vehicle control system (000) also includes a vehicle controller (300) connected to the vehicle motion controller (100); The vehicle controller (300) is used to output the wheel speed of each wheel to the vehicle motion controller (100).

48. The vehicle control system of claim 44, wherein, The vehicle control system (000) also includes a vehicle suspension connected to the vehicle motion controller (100); The vehicle suspension is used to adjust the distance between the wheels and the vehicle body based on the power applied by the suspension of the wheels.

49. The vehicle control system of claim 48, wherein, The vehicle suspension includes a suspension controller (400) connected to the vehicle motion controller (100), and an actuator (500) connected to the suspension controller (400); wherein, The suspension controller (400) is used to: output the actuator current of the wheel to the actuator (500) according to the suspension action of the wheel; The actuator (500) is used to: adjust the output driving force of the wheel according to the actuator current of the wheel, so as to adjust the distance between the wheel and the vehicle body.

50. The vehicle control system of claim 48, wherein, The vehicle suspension includes electromagnetic suspension.

51. A vehicle characterized by include: Pitch control unit, used to determine the parameters of electromagnetic suspension based on the target's active force; An electromagnetic suspension system is used to adjust the pitch angle of the vehicle based on the parameters. The vehicle motion controller as described in any one of claims 30 to 43, or the vehicle control system as described in any one of claims 44 to 50.

52. An electronic device, comprising: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steps of the pitch control method as described in any one of claims 1-14.

53. A computer program product comprising a computer program, characterised in that, When the computer program is executed by the processor, it implements the vehicle control method according to any one of claims 15 to 29.

54. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the method as described in any one of claims 1-14 or 15-29.

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