CN114919362A - Suspension system control method and device and vehicle - Google Patents

Abstract

The application provides a control method and device of a suspension system and a vehicle, and relates to the technical field of vehicles, wherein the suspension system comprises an accumulator, a fluid pump, a buffer cylinder, a first valve system group, a second valve system group and a third valve system group, the first valve system group and the second valve system group are connected between the accumulator and the buffer cylinder, and the fluid pump and the third valve system group are connected between the accumulator and the second valve system group. The control method comprises the following steps: determining whether the vehicle has collision risk or not according to the state information and the environment perception information of the vehicle; and under the condition that the collision risk is determined, opening the first valve train group and the second valve train group as well as the fluid pump and the third valve train group to push the piston rod to move so as to lift the vehicle body. According to the automobile body longitudinal beam structure, when collision risks exist, the automobile body is lifted so that the collision position is located in the automobile body longitudinal beam structure with higher rigidity and strength, and potential safety hazards brought to the automobile and passengers by collision are reduced.

Description

Control method, device and vehicle for suspension system

technical field

The present application relates to the technical field of vehicles, and in particular, to a control method, device and vehicle of a suspension system.

Background technique

With the continuous development of smart cars, the improvement of driving safety performance is still the main research direction.

At present, smart cars usually avoid obstacles by planning a reasonable route, so as to ensure the driving safety of the vehicle. In the case of unavoidable collisions, there is a lack of corresponding countermeasures, which poses a hidden danger to the safety of vehicles and occupants.

SUMMARY OF THE INVENTION

The present application provides a control method, device and vehicle for a suspension system.

According to a first aspect of the present application, a control method of a suspension system is provided, the suspension system includes an accumulator, a fluid pump, a buffer cylinder, a first valve train group, a second valve train group and a third valve The buffer cylinder includes a recovery chamber, a compression chamber and a piston rod, the first valve train group is connected between the accumulator and the recovery chamber, and the second valve train group is connected to the between the accumulator and the compression chamber, the fluid pump and the third valve train group are connected between the accumulator and the second valve train group;

The control method includes:

Determine whether the vehicle has a collision risk according to the vehicle's state information and environmental perception information;

controlling the suspension system to be in a first adjustment state when it is determined that the vehicle has a risk of collision;

Wherein, when the suspension system is in the first adjustment state, the first valve train group and the second valve train group are turned on, and the fluid pump and the third valve train group are turned on, so as to push all the The piston rod moves.

According to a second aspect of the present application, a control device for a suspension system is provided, the suspension system includes an accumulator, a fluid pump, a buffer cylinder, a first valve train group, a second valve train group and a third valve The buffer cylinder includes a recovery chamber, a compression chamber and a piston rod, the first valve train group is connected between the accumulator and the recovery chamber, and the second valve train group is connected to the between the accumulator and the compression chamber, the fluid pump and the third valve train group are connected between the accumulator and the second valve train group;

The control device includes:

The judgment module is used to determine whether the vehicle has a collision risk according to the state information and environmental perception information of the vehicle;

a first control module, configured to control the suspension system to be in a first adjustment state when it is determined that the vehicle has a collision risk;

Wherein, when the suspension system is in the first adjustment state, the first valve train group and the second valve train group are turned on, and the fluid pump and the third valve train group are turned on, so as to push all the The piston rod moves.

According to a third aspect of the present application, an electronic device is provided, comprising:

at least one processor; and

a memory communicatively coupled to the at least one processor; wherein,

The memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the method of the first aspect of the present application.

According to a fourth aspect of the present application, there is provided a non-transitory computer-readable storage medium storing computer instructions for causing the computer to perform the method of the first aspect of the present application.

According to a fifth aspect of the present application, there is provided a computer program product, comprising a computer program which, when executed by a processor, implements the method described in the first aspect of the present application.

According to a sixth aspect of the present application, there is provided a vehicle configured to perform the method of the first aspect of the present application.

In the embodiment of the present application, when it is determined that the vehicle has a collision risk according to the state information and environmental perception information of the vehicle, the suspension system can be controlled to be in the first adjustment state, and the fluid pump can pump out the liquid in the accumulator, and The third valve train group and the second valve train group flow into the compression chamber of the buffer cylinder, which will push the piston rod of the buffer cylinder to move forward, thereby raising the car body. Through the above-mentioned hydraulic suspension mechanism, the body side member structure with higher rigidity and strength can replace the door or window and other parts to hit the obstacle, thereby effectively reducing the safety hazard caused by the collision to the vehicle and the occupants, and improving the driving safety.

It should be understood that the content described in this section is not intended to identify key or critical features of the embodiments of the application, nor is it intended to limit the scope of the application. Other features of the present application will become readily understood from the following description.

Description of drawings

The accompanying drawings are used for better understanding of the present solution, and do not constitute a limitation to the present application. in:

1 is a schematic structural diagram of a suspension system provided by an embodiment of the present application;

FIG. 2 is one of the flowcharts of a control method of a suspension system provided by an embodiment of the present application;

FIG. 3 is the second flowchart of a control method of a suspension system provided by an embodiment of the present application;

4 is a structural block diagram of a control device of a suspension system provided by an embodiment of the present application;

FIG. 5 is a structural block diagram of an electronic device provided by an embodiment of the present application.

Detailed ways

Exemplary embodiments of the present application are described below with reference to the accompanying drawings, which include various details of the embodiments of the present application to facilitate understanding, and should be considered as exemplary only. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present application. Also, descriptions of well-known functions and constructions are omitted from the following description for clarity and conciseness.

The embodiments of the present application provide a control method for a suspension system, and the control method is used for controlling a suspension system of a vehicle. The above suspension system includes an accumulator, a fluid pump and a buffer cylinder, and a first valve train group and a second valve train group connected between the accumulator and the buffer cylinder, and connected to the fluid pump, the first valve train a third valve train group between the train group and the second valve train group.

Specifically, as shown in FIG. 1 , the suspension system 1 may include a valve body assembly 10 , at least one accumulator 20 and a plurality of adjustment units 30 . In one embodiment, two accumulators 20 , 20 ′ and four regulating units 30 , 30 ′ can be used, two regulating units 30 sharing one of the energy accumulators 20 and the other two regulating units 30 ′ sharing the other Accumulator 20'. The four adjustment units 30, 30' correspond to the four suspensions of the suspension system 1 one-to-one, which are the left front suspension corresponding to the left front wheel, the right front suspension corresponding to the right front wheel, and the left rear suspension corresponding to the left rear wheel. frame and the right rear suspension corresponding to the right rear wheel.

It should be noted that the embodiments of the present application do not limit the arrangement of the accumulator 20 and the adjustment unit 30 . For the convenience of understanding, the above arrangement is only taken as an example. For example, in other embodiments of the present application, only two adjustment units 30 may be provided corresponding to two front wheels or two rear wheels of the vehicle, and one accumulator 20 is shared. Alternatively, for larger vehicles, six regulating units 30 and corresponding three accumulators 20 may be configured, and so on.

In the embodiment of the present application, each adjustment unit 30 includes a buffer cylinder 310 , a fluid pump 320 and a plurality of valve train groups. The fluid pump 320 and the plurality of valve train groups are respectively integrated on the valve body assembly 10, and the fluid pump 320 is respectively connected to the accumulator 20 and the plurality of valve train groups through pipelines. The plurality of valve train groups include a first valve train group 331 , a second valve train group 332 and a third valve train group 333 . The buffer cylinder 310 includes a recovery chamber 311, a compression chamber 312 and a piston rod 313. The first valve train group 331 is connected between the accumulator 20 and the recovery chamber 311, and the second valve train group 332 is connected with the accumulator 20 and the compression chamber. Between 312 , the fluid pump 320 and the third valve train group 333 are connected between the accumulator 20 and the second valve train group 332 .

As shown in FIG. 1 , taking the left front suspension as an example, when the first valve train group 331 and the second valve train group 332 are turned on, and the fluid pump 320 and the third valve train group 333 are turned on, the suspension system 1 is in the first Adjustment status. In this state, the third valve train group 333 cooperates with the first valve train group 331 and the second valve train group 332 to control the fluid flow in the pipeline, so as to adjust the damping of the buffer cylinder 310 and the position of the piston rod 313 . Specifically, the fluid in the accumulator 20 can flow to the compression chamber 312 through the third valve train group 333, and the fluid in the recovery chamber 311 can flow to the accumulator 20, so that the piston rod 313 moves forward (shown in FIG. 1 ). A direction), so as to lift the suspension system to achieve the lift of the body.

When the first valve train group 331 and the second valve train group 332 are turned on, and the fluid pump 320 and the third valve train group 333 are turned off, the suspension system 1 is in the second adjustment state. In this state, the fluid flow direction in the pipeline can be controlled by the first valve train group 331 and the second valve train group 332 to adjust the volume difference between the recovery cavity 311 and the compression cavity 312 , so as to achieve the purpose of adjusting the damping of the buffer cylinder 310 .

Further, as shown in FIG. 1 , the suspension system may further include a fourth valve train group 334 , and the fourth valve train group 334 is connected between the first valve train group 331 and the fluid pump 320 .

When the first valve train group 331 and the second valve train group 332 are turned on, and the fluid pump 320 , the third valve train group 333 and the fourth valve train group 334 are all turned off, the suspension system 1 is in the second adjustment state. When the first valve train group 331 and the second valve train group 332 are turned on, and the fluid pump 320 and the fourth valve train group 334 are turned on, the suspension system 1 is in the third adjustment state. In this state, the fourth valve train group 334 cooperates with the first valve train group 331 and the second valve train group 332 to control the fluid flow in the pipeline, so as to adjust the damping of the buffer cylinder 310 and the position of the piston rod 313 . Specifically, the fluid in the accumulator 20 can flow to the recovery chamber 311 through the fourth valve train group 334, and the fluid in the compression chamber 312 can flow to the accumulator 20, causing the piston rod 313 to move in the opposite direction (shown in FIG. 1 ). B direction), thereby lowering the suspension system to achieve the lowering of the body.

It should be noted that the suspension system 1 can be in an active adjustment state or a semi-active adjustment state, wherein the active adjustment state includes the first adjustment state or the third adjustment state. In the active adjustment state, the suspension system 1 can realize damping and height adjustment, whether to open the third valve train group 333 or the fourth valve train group 334 may depend on the road surface excitation condition of the suspension system 1 . The semi-active adjustment state includes the above-mentioned second adjustment state. In the semi-active adjustment state, the suspension system 1 can realize the adjustment of damping.

Please refer to FIG. 2 , which is a flowchart of a control method of a suspension system provided by an embodiment of the present application. The above control method can be used to control the suspension system 1 shown in FIG. 1, and can be specifically executed by a controller, which can be a controller deployed in the vehicle and independent of the suspension system, or a controller deployed in the vehicle and located in the suspension system. The controller in the suspension system is not specifically limited here.

As shown in Figure 2, the above-mentioned control method includes the following steps:

Step 201: Determine whether the vehicle has a collision risk according to the state information and the environment perception information of the vehicle.

Optionally, the state information of the vehicle may include at least one of speed information, position information, route information or height information of the suspension system of the vehicle. The speed information of the vehicle may include information such as real-time vehicle speed, real-time acceleration, average vehicle speed, and maximum vehicle speed of the vehicle. The position information of the vehicle may include information such as a global positioning system (Global Positioning System, GPS) position of the vehicle, a relative position on a driving road, and the like. The route information of the vehicle includes information such as real-time route information and predicted route information of the vehicle. The height information of the suspension system may include the height of each suspension in the suspension system, for example, the height of the left front suspension, the height of the left rear suspension, the height of the right front suspension, and the height of the right rear suspension, and may also include the height of the suspension system. The relative height information between the suspensions in the frame system, for example, the relative height between the left front suspension and the right front suspension.

The state information of the vehicle can be obtained through the in-vehicle device. For example, the speed information of the vehicle can be collected or processed through a vehicle speed sensor, a wheel speed sensor, an acceleration sensor, and the like. For another example, the location information and route information of the vehicle may be acquired or processed through a GPS positioning system or a navigation system of the vehicle. For another example, the height information of the suspension system of the vehicle may be acquired or processed by a suspension height sensor. The specific implementation can be determined according to the actual situation, which is not specifically limited here.

The environmental perception information of the vehicle refers to the information obtained by perceiving the surrounding environment of the vehicle. Optionally, the environmental perception information includes obstacle information, where the obstacles may include vehicles, pedestrians, road objects or facilities and the like. The obstacle information may include at least one of position information of the obstacle, path information of the obstacle, size information of the obstacle, or speed information of the obstacle area. The position information of the obstacle may include information such as the GPS position of the obstacle, the relative position on the driving road, and the like. The path information of the obstacle includes information such as real-time path information and predicted path information of the obstacle. The size information of the obstacle includes information such as the height and width of the obstacle, wherein the height of the obstacle may specifically include the height of the entire obstacle, the height of the predicted collision point, and the like. The speed information of the obstacle may include information such as real-time speed, real-time acceleration, average speed, and maximum speed of the obstacle.

The environmental perception information of the vehicle can be collected or processed by the perception device on the vehicle. The above-mentioned perception device can include cameras on the vehicle, such as surround-view cameras, infrared cameras, etc., and can also include radar devices on the vehicle, such as surround-view radar, ultrasonic Radar etc. The specific implementation can be determined according to the actual situation, which is not specifically limited here.

The environmental perception information of the vehicle can also be obtained from the cloud based on the Internet of Vehicles. For example, when the obstacle is a vehicle, it is a table distinction. Here, the current vehicle is recorded as the target vehicle, and the obstacle vehicle is recorded as an obstacle vehicle. In this case , and the environmental perception information may include its own state information stored in the cloud and collected by the obstacle vehicle. Alternatively, when the obstacle is a pedestrian, a road surface object or a facility, the environment perception information may include roadside information stored in the cloud and collected by roadside equipment. The specific implementation can be determined according to the actual situation, which is not specifically limited here.

In this embodiment of the present application, the vehicle can perform collision risk prediction according to the acquired state information and environmental perception information to determine whether there is a collision risk between the vehicle and the obstacle. For example, the vehicle's path information and the obstacle's path can be used information for path prediction to determine if there is a risk of collision. For another example, whether there is a collision risk may be determined according to the position information and speed information of the vehicle and the position information and speed information of the obstacle.

Step 202 , in the case that it is determined that the vehicle has a collision risk, control the suspension system to be in a first adjustment state.

In specific implementation, when it is determined that the vehicle has a collision risk according to the state information and environmental perception information of the vehicle, the suspension system can be controlled to be in the first adjustment state, so that the first valve train group, the second valve train group, the fluid pump and the The third valve train group is all open. Specifically, as shown in FIG. 1 , the fluid pump 320 can pump out the liquid in the accumulator 20 and flow into the compression chamber 312 of the buffer cylinder 310 through the third valve train group 333 and the second valve train group 332 . The fluid volume in the compression chamber 312 changes, which will push the piston rod 313 of the buffer cylinder 310 to move forward, thereby raising the vehicle body. In this way, the body longitudinal beam structure with higher rigidity and strength can be used instead of the door or window to hit the obstacle, thereby effectively reducing the potential safety hazard caused by the collision to the vehicle and the occupants, and improving the driving safety.

In the embodiment of the present application, the position where the vehicle has a collision risk is not limited.

In an optional embodiment, when it is determined that the vehicle has a collision risk, the vehicle can predict the collision position information of the vehicle according to the state information and the environmental perception information, and determine the target suspension in the suspension system according to the collision position information. frame, and control the target suspension to be in the first adjustment state. Exemplarily, the suspension system is divided into left front suspension, right front suspension, left rear suspension and right rear suspension, then the above target suspension may include left front suspension, right front suspension, left rear suspension, right rear suspension. at least one of the racks.

In this embodiment, the left front suspension, the right front suspension, the left rear suspension and the right rear suspension in the suspension system can be independently in the first adjustment state. When it is determined that there is a collision risk, the vehicle can further determine the position information of the collision point, that is, the collision position information, according to the state information and the environmental perception information, so as to determine the target suspension that needs to be in the first adjustment state in the suspension system. Exemplarily, if the target suspension includes the left front suspension, the first valve train group and the second valve train group corresponding to the left front suspension can be controlled to open, and the fluid pump and the third valve train group corresponding to the left front suspension can be controlled to open, So that the left front suspension is in the first adjustment state, the height of the left front body will be raised.

In the embodiment of the present application, the implementation manner of the scenario in which there is no collision risk or the collision risk disappears is not limited.

In an optional embodiment, when the vehicle determines that the vehicle does not have a collision risk or that the collision risk disappears according to the state information and environmental perception information, the suspension system can be controlled according to the degree of vehicle body movement and the road excitation situation (road surface feature information). The semi-active adjustment state or the active adjustment state can improve the ride comfort of the vehicle while ensuring the handling stability and driving safety of the vehicle. It should be noted that, for the specific implementation of controlling the suspension system to be in a semi-active adjustment state or an active adjustment state, reference may be made to the description of the related art, which will not be repeated here.

In an optional embodiment, step 201 includes:

When the state information and the environment perception information represent that the vehicle satisfies the first condition, it is determined that the vehicle has a collision risk.

Wherein, the above-mentioned first condition includes: the relative speed of the vehicle relative to the first obstacle is greater than or equal to the speed threshold, and the distance between the vehicle and the first obstacle is less than or equal to the distance threshold.

In this embodiment, the first obstacle refers to an obstacle perceived by the vehicle, and the first obstacle may be determined based on state information and environment perception information. The above-mentioned situations characterizing the vehicle meeting the first condition include: among the perceived obstacles, there is at least one first obstacle, the relative speed to the vehicle is greater than or equal to a preset speed threshold, and the distance to the vehicle is less than or equal to equal to the preset distance threshold. In this case, considering the reaction speed of the driver and the braking distance, it can be determined that the collision between the vehicle and the first obstacle is unavoidable, and it can be determined that the vehicle has a collision risk.

In an optional embodiment, step 202 includes:

When it is determined that the vehicle is at risk of collision and the second condition is met, the suspension system is controlled to be in the first adjustment state.

Wherein, the above-mentioned second condition includes at least one of the following: the height of the second obstacle is greater than or equal to the height threshold; the relative height of the left suspension and the right suspension in the suspension system is less than or equal to the first relative height threshold.

In this embodiment, the second obstacle refers to an obstacle perceived by the vehicle that has a collision risk, and the second obstacle may be determined based on state information and environment perception information. The above-mentioned situations that characterize the vehicle satisfying the second condition include the following three:

The first situation: among the obstacles that are determined to have a collision risk, there is at least one second obstacle whose height is greater than or equal to a preset height threshold. In this case, it is indicated that the vehicle needs to lift the body so that the collision position of the second obstacle with the vehicle is located at the body side member structure rather than the door or window. Otherwise, if the height of the second obstacle is low, and its collision position with the vehicle is originally located at the position of the body side member structure or lower, it is not necessary to open the fluid pump and the third valve train group, thereby avoiding unnecessary waste of Controlling resources can reduce vehicle power consumption.

In the second case, the relative height of the left suspension and the right suspension in the suspension system of the vehicle is less than or equal to a preset first relative height threshold. In this case, it means that there is no large relative movement on both sides of the vehicle body, and the risk of rollover is small. At this time, the vehicle body is lifted by lifting the suspension system, which has less impact on the handling stability of the vehicle and can ensure the driving safety of the vehicle. sex. Otherwise, if the relative height of the left suspension and the right suspension in the suspension system is greater than the first relative height threshold, a rollover may occur when the body is lifted by lifting the suspension system, posing a hidden danger to the safety of the vehicle and occupants.

During specific implementation, it may be determined according to the collision position information whether the relative height of the left suspension and the right suspension is less than or equal to the first relative height threshold. Exemplarily, if it is determined that the collision position is on the left front side of the vehicle, the relative height of the left suspension and the right suspension may be the difference between the height of the left suspension and the right suspension. If the side suspension is higher than the right suspension, and the relative height of the two is less than or equal to the first relative height threshold, it is determined that the second condition is satisfied; or, if the right suspension is higher than the left suspension, It is determined that the second condition is satisfied, so that the fluid pump and the third valve train group corresponding to the left front suspension are turned on, and the left front suspension is controlled to be in the first adjustment state.

In the third case, among the obstacles determined to have a collision risk, there is at least one second obstacle whose height is greater than or equal to the height threshold, and the relative height of the left suspension and the right suspension in the suspension system of the vehicle Less than or equal to the first relative height threshold.

In an optional implementation manner, after step 202, the above control method further includes:

Under the condition that the third condition is satisfied, the control suspension system is in the second adjustment state;

Wherein, when the suspension system is in the second adjustment state, the first valve train group and the second valve train group are turned on, and the fluid pump and the third valve train group are turned off.

Wherein, the above-mentioned third condition includes at least one of the following: the relative height of the left suspension and the right suspension in the suspension system is greater than or equal to the second relative height threshold; the height of the suspension system is the same as the height of the third obstacle match.

In this embodiment, the third obstacle refers to an obstacle perceived by the vehicle that has a collision risk, and the third obstacle may be determined based on state information and environment perception information. After step 202 is executed to control the suspension system to be in the first adjustment state, the suspension system will start to lift. On the one hand, if only one side of the suspension is lifted and continued to lift, it will cause a large relative movement on both sides of the body, which will affect the handling stability of the body. On the other hand, when the suspension system is lifted to its height Continuing to lift while matching the height of the obstacle will waste unnecessary control resources. Based on this, through the judgment of the third condition, the lifting height of the suspension system can be limited.

The above-mentioned situations that characterize the vehicle satisfying the third condition include the following three:

In the first case, the relative height of the left suspension and the right suspension in the suspension system of the vehicle is greater than or equal to a preset second relative height threshold. In this case, it indicates that there may be relatively large relative movements on both sides of the vehicle body. If the lift continues, the risk of rollover will be greater. At this time, stop the lifting of the suspension system to reduce the impact on the handling stability and driving safety of the vehicle. .

In specific implementation, it may be determined whether the relative height of the left suspension and the right suspension is greater than or equal to the second relative height threshold according to the collision position information. Exemplarily, if it is determined that the collision position is on the left front side of the vehicle, the relative height of the left suspension and the right suspension may be the difference between the height of the left suspension and the right suspension. When the side suspension is higher than the right suspension, and the relative height is greater than or equal to the second relative height threshold, it is determined that the third condition is satisfied, thereby closing the fluid pump and the third valve train group corresponding to the left front suspension, and controlling the left front suspension The frame is in the first adjustment state.

The second case: the case where the height of the suspension system of the vehicle matches the height of the third obstacle. In this case, characterizing the current lift height of the vehicle can make the collision position of the third obstacle and the vehicle located at the body side member structure rather than the door or window, etc., stop the lifting suspension system at this time, so as to avoid unnecessary waste. It can reduce the power consumption of the whole vehicle.

In the third case, the relative height of the left suspension and the right suspension in the suspension system of the vehicle is greater than or equal to the second relative height threshold, and the height of the suspension system of the vehicle matches the height of the third obstacle Happening.

An exemplary implementation of the embodiment of the present application is described below:

In this embodiment, the vehicle is provided with a vehicle speed sensor, a GPS locator, a surround-view camera and/or a surround-view radar, a suspension system and a suspension height sensor. The suspension system is the suspension system 1 shown in FIG. 1 .

Please refer to FIG. 3 , which is a schematic flowchart of the control method of the suspension system in this embodiment.

As shown in Figure 3, the above control method includes the following steps:

Step 1: Obtain the state information and environment perception information of the vehicle.

In this step, the vehicle can obtain its own speed through the speed sensor, obtain its own position through the GPS locator, and obtain the size (mainly height), position and speed of the obstacles on both sides of the vehicle through the surround-view camera and/or the surround-view radar , and calculate the relative speed, relative distance and other information between the obstacle and the vehicle, and obtain the height of each suspension in the suspension system through the suspension height sensor, and calculate the relative height between each suspension.

It should be noted that the collection of the above information may be real-time collection or periodic collection, and the specific collection period may be determined according to the actual situation, which is not limited herein.

Step 2: Determine whether the vehicle body needs to be lifted according to the status information and the environmental perception information.

In this step, four conditions can be used to determine whether the vehicle body needs to be lifted, namely:

2.1) Whether the height of the obstacle is greater than or equal to the height threshold;

2.2) Whether the relative speed of the obstacle and the vehicle is greater than or equal to the speed threshold;

2.3) Whether the relative distance between the obstacle and the vehicle is less than or equal to the distance threshold;

2.4) Whether the relative height of the left suspension and the right suspension in the suspension system is less than or equal to the first relative height threshold.

The above condition 2.1) is used to determine the collision position between the vehicle and the obstacle, so as to lift the vehicle body when the collision position is higher than the structural part of the longitudinal beam of the vehicle body, so as to avoid wasting unnecessary control resources. The above condition 2.2) is used to judge the driver's reaction speed to the collision and the handling stability of the vehicle, so as to lift the vehicle body when the vehicle speed is fast and the collision is unavoidable, and reduce the safety hazard brought by the collision to the vehicle and the occupants. The above condition 2.3) is used to determine whether the vehicle has a sufficient braking distance, so as to lift the vehicle body when the braking distance is short and the collision is unavoidable, so as to reduce the safety hazard caused by the collision to the vehicle and occupants. The above condition 2.4) is used to judge whether there is a risk of rollover by raising the car body, so as to lift the car body when there is no risk of rollover, so as to avoid a more serious rollover accident.

In this step, if there is at least one obstacle among the obstacles perceived by the vehicle and satisfy the above conditions 2.1) to 2.4), it is determined that the vehicle has a collision risk and the collision cannot be avoided, and the vehicle body needs to be lifted to reduce the impact of the collision on the vehicle and the occupants. If there is a security risk, you can go to Step 3, otherwise, go to Step 6.

Step 3: Determine the target suspension, and open the fluid pump and the third valve train group corresponding to the target suspension, so that the target suspension is in the first adjustment state.

In this step, the vehicle may determine the target suspension to be lifted in the suspension system according to the predicted collision position, and control the target suspension to be in the first adjustment state, so as to lift the vehicle body by lifting the target suspension. The above-mentioned target suspension may include at least one of left front suspension, right front suspension, left rear suspension, and right rear suspension. During the process of raising the target suspension, the vehicle may perform step four.

Step 4. According to the height of the suspension system, judge whether to stop lifting the car body.

In this step, whether to stop lifting the car body can be determined according to two conditions, namely:

4.1) Whether the lift height matches the obstacle height;

4.2) Whether the relative height of the left suspension and the right suspension in the suspension system is greater than or equal to the second relative height threshold;

The above condition 4.1) is used to judge whether the current suspension height of the vehicle can enable the collision position with the obstacle to be located at the body side member structure. Waste unnecessary control resources. The above condition 4.2) is used to determine whether the relative height of the left and right suspensions of the vehicle has a rollover risk. If there is a rollover risk, the vehicle body can be stopped to be lifted to avoid a more serious rollover accident.

In this step, if at least one of the above-mentioned conditions 4.1) and 4.2) in the process of raising the vehicle body, it can be determined that the vehicle body can be stopped currently, so that step 5 is performed.

Step 5: Turn off the fluid pump and the third valve train group corresponding to the target suspension, so that the target suspension is in the second adjustment state.

Step 6: Control the suspension system to be in a semi-active adjustment state or an active adjustment state according to the road surface characteristic information of the target road section.

In this step, when it is determined that the vehicle does not have a collision risk, the suspension system can be controlled to be in a semi-active adjustment state according to the road surface feature information of the target road section, and further, according to the vehicle body motion, for example, according to the acceleration information of the vehicle Or actively adjust the state, for details, please refer to the description of the related art, which will not be repeated here.

Please refer to FIG. 4. FIG. 4 is a structural diagram of a control device of a suspension system provided by an embodiment of the present application. The suspension system includes an accumulator, a fluid pump, a buffer cylinder, a first valve train group, and a second valve train group. and the third valve train group, the buffer cylinder includes a recovery chamber, a compression chamber and a piston rod, the first valve train group is connected between the accumulator and the recovery chamber, and the second valve train group is connected between the accumulator and the compression chamber , the fluid pump and the third valve train group are connected between the accumulator and the second valve train group.

As shown in FIG. 4, the control device 400 of the suspension system includes:

The judgment module 401 is used for determining whether the vehicle has a collision risk according to the state information and the environment perception information of the vehicle;

a first control module 402, configured to control the suspension system to be in a first adjustment state when it is determined that the vehicle has a collision risk;

Wherein, when the suspension system is in the first adjustment state, the first valve train group and the second valve train group are turned on, and the fluid pump and the third valve train group are turned on, so as to push all the The piston rod moves.

Optionally, the state information includes at least one of speed information, position information, path information or height information of the suspension system; the environment perception information includes obstacle information, and the obstacle information includes the position of the obstacle at least one of information, path information of obstacles, size information of obstacles, or speed information of obstacles.

Optionally, the judgment module 401 is used for:

When the state information and the environment perception information represent that the vehicle meets the first condition, determining that the vehicle has a collision risk;

The first condition includes: the relative speed of the vehicle relative to the first obstacle is greater than or equal to a speed threshold, and the distance between the vehicle and the first obstacle is less than or equal to the distance threshold.

Optionally, the first control module 402 is used to:

Controlling the suspension system to be in a first adjustment state when it is determined that the vehicle has a risk of collision and the second condition is satisfied;

Wherein, the second condition includes at least one of the following:

The height of the second obstacle is greater than or equal to the height threshold;

The relative height of the left suspension and the right suspension in the suspension system is less than or equal to a first relative height threshold.

Optionally, the control device 400 further includes:

a second control module, configured to control the suspension system to be in a second adjustment state when the third condition is satisfied;

Wherein, when the suspension system is in the second adjustment state, the first valve train group and the second valve train group are turned on, and the fluid pump and the third valve train group are turned off;

The third condition includes at least one of the following:

The relative height of the left suspension and the right suspension in the suspension system is greater than or equal to a second relative height threshold;

The height of the suspension system matches the height of the third obstacle.

Optionally, the first control module 402 is used to:

When it is determined that the vehicle has a collision risk, predicting the collision position information of the vehicle according to the state information and the environment perception information;

According to the collision position information, a target suspension is determined in the suspension system, the target suspension includes at least one of a left front suspension, a right front suspension, a left rear suspension, and a right rear suspension;

The target suspension is controlled to be in the first adjustment state.

The control device 400 of the suspension system can implement the various processes of the above method embodiments, and achieve the same beneficial effects. To avoid repetition, details are not repeated here.

According to an embodiment of the present application, the present application further provides a vehicle, the vehicle is configured to perform each process of the above method embodiments, and achieve the same beneficial effects, which will not be repeated here in order to avoid repetition.

According to the embodiments of the present application, the present application further provides an electronic device, a readable storage medium, and a computer program product.

FIG. 5 shows a schematic block diagram of an example electronic device 500 that may be used to implement embodiments of the present application. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic devices may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are by way of example only, and are not intended to limit implementations of the application described and/or claimed herein.

As shown in FIG. 5 , the device 500 includes a computing unit 501 that can be executed according to a computer program stored in a read only memory (ROM) 502 or loaded from a storage unit 508 into a random access memory (RAM) 503 Various appropriate actions and handling. In the RAM 503, various programs and data necessary for the operation of the device 500 can also be stored. The computing unit 501 , the ROM 502 and the RAM 503 are connected to each other through a bus 504 . An input/output (I/O) interface 505 is also connected to bus 504 .

Various components in the device 500 are connected to the I/O interface 505, including: an input unit 506, such as a keyboard, mouse, etc.; an output unit 507, such as various types of displays, speakers, etc.; a storage unit 508, such as a magnetic disk, an optical disk, etc. ; and a communication unit 509, such as a network card, a modem, a wireless communication transceiver, and the like. The communication unit 509 allows the device 500 to exchange information/data with other devices through a computer network such as the Internet and/or various telecommunication networks.

Computing unit 501 may be various general-purpose and/or special-purpose processing components with processing and computing capabilities. Some examples of computing units 501 include, but are not limited to, central processing units (CPUs), graphics processing units (GPUs), various specialized artificial intelligence (AI) computing chips, various computing units that run machine learning model algorithms, digital signal processing processor (DSP), and any suitable processor, controller, microcontroller, etc. The computing unit 501 executes the various methods and processes described above, such as the control method of the suspension system. For example, in some embodiments, the control method of the suspension system may be implemented as a computer software program tangibly embodied on a machine-readable medium, such as storage unit 508 . In some embodiments, part or all of the computer program may be loaded and/or installed on device 500 via ROM 502 and/or communication unit 509 . When the computer program is loaded into the RAM 503 and executed by the computing unit 501, one or more steps of the control method of the suspension system described above may be performed. Alternatively, in other embodiments, the computing unit 501 may be configured to perform the control method of the suspension system by any other suitable means (eg, by means of firmware).

Program code for implementing the methods of the present application may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general purpose computer, special purpose computer or other programmable data processing apparatus, such that the program code, when executed by the processor or controller, performs the functions/functions specified in the flowcharts and/or block diagrams. Action is implemented. The program code may execute entirely on the machine, partly on the machine, partly on the machine and partly on a remote machine as a stand-alone software package or entirely on the remote machine or server.

In the context of this application, a machine-readable medium may be a tangible medium that may contain or store the program for use by or in connection with the instruction execution system, apparatus or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media may include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media would include one or more wire-based electrical connections, portable computer disks, hard disks, random access memory (RAM), read only memory (ROM), erasable programmable read only memory (EPROM or flash memory), fiber optics, compact disk read only memory (CD-ROM), optical storage, magnetic storage, or any suitable combination of the foregoing.

The above-mentioned specific embodiments do not constitute a limitation on the protection scope of the present application. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may occur depending on design requirements and other factors. Any modifications, equivalent replacements and improvements made within the spirit and principles of this application shall be included within the protection scope of this application.

Claims (16)

1. A control method of a suspension system, characterized in that the suspension system includes an accumulator, a fluid pump, a cushion cylinder, a first valve train group, a second valve train group, and a third valve train group, the cushion cylinder includes a restoration chamber, a compression chamber, and a piston rod, the first valve train group is connected between the accumulator and the restoration chamber, the second valve train group is connected between the accumulator and the compression chamber, and the fluid pump and the third valve train group are connected between the accumulator and the second valve train group;

the control method comprises the following steps:

determining whether the vehicle has collision risk according to the state information and the environment perception information of the vehicle;

controlling the suspension system in a first adjustment state in the event that it is determined that the vehicle is at risk of collision;

wherein when the suspension system is in the first adjustment state, the first and second valve train sets are open and the fluid pump and the third valve train set are open to urge the piston rod to move.

2. The control method of claim 1, wherein the status information includes at least one of velocity information, position information, path information, or height information of a suspension system; the environment perception information includes obstacle information including at least one of position information of an obstacle, path information of the obstacle, size information of the obstacle, or velocity information of the obstacle.

3. The control method according to claim 1, wherein determining whether the vehicle is at risk of collision based on the state information and the environmental awareness information of the vehicle comprises:

determining that the vehicle has a collision risk under the condition that the state information and the environment perception information represent that the vehicle meets a first condition;

wherein the first condition comprises: the relative speed of the vehicle with respect to the first obstacle is greater than or equal to a speed threshold, and the distance between the vehicle and the first obstacle is less than or equal to a distance threshold.

4. The control method of claim 1, wherein said controlling the suspension system in a first adjustment state in the event that the vehicle is determined to be at risk of collision comprises:

controlling the suspension system in a first adjustment state if it is determined that the vehicle is at risk of collision and a second condition is met;

wherein the second condition comprises at least one of:

the height of the second obstacle is greater than or equal to a height threshold;

the relative height of the left side suspension and the right side suspension in the suspension system is smaller than or equal to a first relative height threshold value.

5. The control method of claim 1, wherein after said controlling the suspension system in the first adjustment state, the control method further comprises:

controlling the suspension system to be in a second adjustment state if a third condition is met;

wherein when the suspension system is in the second adjustment state, the first and second valve train sets are open and the fluid pump and the third valve train set are closed;

the third condition includes at least one of:

the relative height of the left suspension and the right suspension in the suspension system is greater than or equal to a second relative height threshold;

the height of the suspension system matches the height of the third obstacle.

6. The control method according to any one of claims 1 to 5, wherein said controlling the suspension system in a first adjustment state in the case where it is determined that the vehicle is at risk of collision, comprises:

under the condition that the collision risk of the vehicle is determined, predicting collision position information of the vehicle according to the state information and the environment perception information;

determining a target suspension in the suspension system according to the collision position information, wherein the target suspension comprises at least one of a left front suspension, a right front suspension, a left rear suspension and a right rear suspension;

controlling the target suspension to be in the first adjustment state.

7. A control apparatus of a suspension system, characterized in that the suspension system includes an accumulator, a fluid pump, a cushion cylinder, a first valve train group, a second valve train group, and a third valve train group, the cushion cylinder includes a restoring chamber, a compression chamber, and a piston rod, the first valve train group is connected between the accumulator and the restoring chamber, the second valve train group is connected between the accumulator and the compression chamber, and the fluid pump and the third valve train group are connected between the accumulator and the second valve train group;

the control device includes:

the judging module is used for determining whether the vehicle has collision risks or not according to the state information and the environment perception information of the vehicle;

a first control module for controlling the suspension system in a first adjustment state if it is determined that the vehicle is at risk of collision;

wherein, when the suspension system is in the first adjustment state, the first and second valve trains are open and the fluid pump and the third valve train are open to move the piston rod.

8. The control apparatus of claim 7, wherein the status information includes at least one of velocity information, position information, path information, or height information of a suspension system; the environment perception information includes obstacle information including at least one of position information of an obstacle, path information of the obstacle, size information of the obstacle, or velocity information of the obstacle.

9. The control device of claim 7, wherein the determining module is configured to:

determining that the vehicle has a collision risk under the condition that the state information and the environment perception information represent that the vehicle meets a first condition;

wherein the first condition comprises: the relative speed of the vehicle with respect to the first obstacle is greater than or equal to a speed threshold, and the distance between the vehicle and the first obstacle is less than or equal to a distance threshold.

10. The control device of claim 7, wherein the first control module is configured to:

controlling the suspension system in a first adjustment state if it is determined that the vehicle is at risk of collision and a second condition is met;

wherein the second condition comprises at least one of:

the height of the second obstacle is greater than or equal to a height threshold;

the relative height of the left suspension and the right suspension in the suspension system is less than or equal to a first relative height threshold.

11. The control device according to claim 7, characterized by further comprising:

the second control module is used for controlling the suspension system to be in a second adjusting state under the condition that a third condition is met;

wherein, when the suspension system is in the second adjustment state, the first and second valve trains are open and the fluid pump and the third valve train are closed;

the third condition includes at least one of:

the relative height of the left suspension and the right suspension in the suspension system is greater than or equal to a second relative height threshold;

the height of the suspension system matches the height of the third obstacle.

12. The control device of any one of claims 7-11, wherein the first control module is configured to:

under the condition that the collision risk of the vehicle is determined, predicting collision position information of the vehicle according to the state information and the environment perception information;

determining a target suspension in the suspension system according to the collision position information, wherein the target suspension comprises at least one of a left front suspension, a right front suspension, a left rear suspension and a right rear suspension;

controlling the target suspension in the first adjustment state.

13. An electronic device, comprising:

at least one processor; and

a memory communicatively coupled to the at least one processor; wherein,

the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-6.

14. A non-transitory computer readable storage medium having stored thereon computer instructions for causing the computer to perform the method of any one of claims 1-6.

15. A computer program product, characterized in that it comprises a computer program which, when being executed by a processor, carries out the method according to any one of claims 1-6.

16. A vehicle characterized by being configured to perform the method according to any one of claims 1-6.

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