CN115139722A

CN115139722A - Vehicle operation adjusting method and device, traveling vehicle, electronic device and storage medium

Info

Publication number: CN115139722A
Application number: CN202211081064.XA
Authority: CN
Inventors: 林国贤; 顾红萍; 邱宝象; 滕瑞静; 苏显念; 李坚利; 陈颖; 宋京洋; 徐银宽
Original assignee: Wanxiang Qianchao Co Ltd
Current assignee: Wanxiang Qianchao Co Ltd
Priority date: 2022-09-06
Filing date: 2022-09-06
Publication date: 2022-10-04

Abstract

The present disclosure relates to a vehicle operation adjustment method, a device, a traveling vehicle, an electronic device, and a storage medium, wherein the vehicle operation adjustment method is applied to the traveling vehicle, the traveling vehicle includes an active suspension, and the vehicle operation adjustment method includes: acquiring road condition information in real time; determining the running time of a rear wheel of the running vehicle reaching the concave-convex road surface under the condition that the monitored road condition information is the concave-convex road surface; adjusting the operation mode of the rear wheel based on the active suspension according to the travel time and the concave-convex type of the concave-convex road surface. Through the vehicle operation adjusting method provided by the disclosure, the rear wheel operation mode after adjustment can quickly and efficiently cope with rear wheel jolt caused by concave-convex road surface, and therefore poor driving experience feeling brought to users due to rear wheel jolt is reduced.

Description

Vehicle operation adjusting method and device, traveling vehicle, electronic device and storage medium

Technical Field

The present disclosure relates to the field of vehicle technologies, and in particular, to a method and an apparatus for adjusting vehicle operation, a driving vehicle, an electronic device, and a storage medium.

Background

With the progress of science and technology, vehicles gradually become indispensable tools for riding instead of walk in daily trips of people.

However, when the road condition of the traveling road is a rough road with depressions, the vehicle tends to jolt, which may give a bad driving experience to the driver. Currently, finding a vehicle operation method capable of efficiently and quickly coping with road bumps is an urgent problem to be solved at present.

Disclosure of Invention

In order to overcome the problems in the related art, the present disclosure provides a vehicle operation adjustment method, device, driving vehicle, electronic device, and storage medium.

According to a first aspect of the embodiments of the present disclosure, there is provided a vehicle operation adjusting method, wherein the vehicle operation adjusting method is applied to a traveling vehicle including an active suspension, the vehicle operation adjusting method including: acquiring road condition information in real time; determining the running time of a rear wheel of the running vehicle reaching the concave-convex road surface under the condition that the monitored road condition information is the concave-convex road surface; adjusting the operation mode of the rear wheel based on the active suspension according to the travel time and the concavo-convex type of the concavo-convex road surface.

According to the vehicle operation adjusting method provided by the present disclosure, the determining a travel time for a rear wheel of the traveling vehicle to reach the uneven road surface specifically includes: determining a first distance of the rough road surface from front wheels of the traveling vehicle based on the rough road surface; acquiring the running speed of the running vehicle; determining a target distance between the rear wheel and the concave-convex road surface based on the first distance and a second distance, wherein the second distance is the distance between the front wheel and the rear wheel; and determining the running time of the rear wheel of the running vehicle reaching the concave-convex road surface based on the target distance and the running speed.

According to the vehicle operation adjusting method provided by the present disclosure, the adjusting the operation mode of the rear wheel based on the active suspension according to the travel time and the concave-convex type of the concave-convex road surface specifically includes: stopping adjusting the operating mode of the rear wheels based on the active suspension if the travel time is less than a time threshold; adjusting an operating mode of the rear wheels based on the active suspension according to the bump type in a case where the travel time is greater than or equal to a time threshold.

According to the vehicle running adjustment method provided by the present disclosure, the concave-convex type includes a deep concave-convex type; when the running time is greater than or equal to a time threshold value, adjusting the operation mode of the rear wheel based on the active suspension according to the concave-convex type specifically includes: and when the running time is greater than or equal to a time threshold value, if the concave-convex type of the concave-convex road surface is determined to be a deep concave-convex type, the chassis height of the front wheels and the chassis height of the rear wheels are increased based on the active suspension, wherein the chassis height is the height from the ground of a chassis at the wheels of the running vehicle.

According to the vehicle running adjusting method provided by the disclosure, the active suspension comprises a wheel oil pressure cylinder, wherein the wheel oil pressure cylinder corresponds to wheels of the running vehicle; the step of increasing the height of the front wheel and the height of the rear wheel based on the active suspension specifically comprises: increasing the oil pressure of a wheel oil pressure cylinder corresponding to the front wheel based on the active suspension to realize the increase of the chassis height of the front wheel; and increasing the oil pressure of the wheel oil pressure cylinder corresponding to the rear wheel based on the active suspension so as to realize the increase of the chassis height of the rear wheel.

According to the vehicle operation adjusting method provided by the disclosure, the active suspension comprises a wheel oil hydraulic cylinder and a damping valve connected with the wheel oil hydraulic cylinder, wherein the wheel oil hydraulic cylinder corresponds to a wheel of the running vehicle; the determining that the concave-convex type of the concave-convex road surface is a deep concave-convex type specifically comprises: determining the concave-convex type of the concave-convex road surface to be a deep concave-high convex type based on a front wheel on the target side of the traveling vehicle; after the active suspension-based ride height adjustment of the front wheels and the ride height of the rear wheels, the method further comprises: the passage of the damping valve is widened based on the active suspension so that the damping of the wheel hydraulic cylinder corresponding to the rear wheel on the target side is reduced.

According to a vehicle operation adjustment method provided by the present disclosure, the active suspension includes a height sensor that monitors a chassis height of the front wheel; the determining, based on the front wheel on the target side of the traveling vehicle, that the concave-convex type of the concave-convex road surface is a deep concave-convex type specifically includes: monitoring the chassis height of the front wheel on the target side of the traveling vehicle in real time based on the height sensor; and when the chassis height of the front wheel on the target side is monitored to be less than or equal to a height threshold value for multiple times within a preset time period, determining that the concave-convex type of the concave-convex road surface is a deep concave-convex type.

According to the vehicle running adjustment method provided by the present disclosure, the concavo-convex type includes a continuous concavo-convex type; when the running time is greater than or equal to a time threshold value, adjusting the operation mode of the rear wheel based on the active suspension according to the concave-convex type specifically includes: and when the running time is greater than or equal to a time threshold value and the concave-convex type of the concave-convex road surface is determined to be a continuous concave-convex type, adjusting the running mode of the rear wheels to a preset damping mode.

According to the vehicle operation adjustment method provided by the present disclosure, the determining that the concave-convex type of the concave-convex road surface is a continuous concave-convex type specifically includes: determining the concave-convex type of the concave-convex road surface as a continuous concave-convex type based on a front wheel on a target side of the traveling vehicle; adjusting the operation mode of the rear wheels to a preset damping mode specifically comprises: and adjusting the operation mode of the rear wheels on the target side to a preset damping mode.

According to the vehicle operation adjustment method provided by the present disclosure, the active suspension includes a shock sensor that monitors a shock state of a front wheel; the method for determining the concave-convex type of the concave-convex road surface as a continuous concave-convex type based on the front wheel on the target side of the traveling vehicle includes: monitoring the vibration state of the front wheel on the target side in real time based on the vibration sensor, wherein the vibration state comprises vibration times; and when the vibration frequency of the front wheel on the target side is monitored to be greater than or equal to a frequency threshold value within preset time, determining that the concave-convex type of the concave-convex road surface is a continuous concave-convex type.

According to a second aspect of the embodiments of the present disclosure, there is provided a traveling vehicle to which the vehicle operation adjustment method according to any one of the first aspects is applied, the traveling vehicle including: the vehicle comprises wheels and an active suspension, wherein the wheels comprise rear wheels, under the condition that the monitored road condition information is a concave-convex road surface, the active suspension adjusts the operation mode of the rear wheels on the basis of the running time and the concave-convex type of the concave-convex road surface, and the running time is the running time of the rear wheels reaching the concave-convex road surface.

According to a third aspect of the embodiments of the present disclosure, there is provided a vehicle running adjustment apparatus applied to a running vehicle including an active suspension, the vehicle running adjustment apparatus including: the acquisition module is used for acquiring road condition information in real time; the determining module is used for determining the driving time of the rear wheels of the driving vehicle reaching the concave-convex road surface under the condition that the monitored road condition information is the concave-convex road surface; and the adjusting module is used for adjusting the running mode of the rear wheel based on the active suspension according to the running time and the concave-convex type of the concave-convex road surface.

According to a fourth aspect of the embodiments of the present disclosure, there is provided an electronic device, comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the processor implements the vehicle operation adjustment method according to any one of the embodiments of the first aspect when executing the program.

According to a fifth aspect of embodiments of the present disclosure, there is provided a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the vehicle operation adjustment method of any one of the embodiments of the first aspect.

The technical scheme provided by the embodiment of the disclosure can have the following beneficial effects: under the condition that the road condition is monitored to be the concave-convex road surface, the driving time of the rear wheels of the driving vehicle reaching the concave-convex road surface is determined, and the operation mode of the rear wheels is adjusted based on the active suspension according to the driving time and the concave-convex type of the concave-convex road surface, so that the adjusted operation mode of the rear wheels can quickly and efficiently cope with the bumping of the rear wheels caused by the concave-convex road surface, and the bad driving experience feeling brought to users due to the bumping of the rear wheels is further reduced.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.

FIG. 1 is a flow chart illustrating a method of vehicle operation adjustment according to an exemplary embodiment.

FIG. 2 is a schematic diagram illustrating a partial configuration of an active suspension according to an exemplary embodiment.

FIG. 3 is one of the schematic structural diagrams of a hydraulic branch in an active suspension shown in accordance with an exemplary embodiment.

FIG. 4 is a second schematic diagram of a hydraulic branch in an active suspension according to an exemplary embodiment.

Fig. 5 is a flowchart illustrating a method of determining a travel time for a rear wheel of a traveling vehicle to reach a rough road surface according to an exemplary embodiment.

FIG. 6 is a flow chart illustrating another vehicle operation adjustment method according to an exemplary embodiment.

FIG. 7 is a flow chart illustrating yet another vehicle operation adjustment method according to an exemplary embodiment.

FIG. 8 is a flow chart illustrating yet another vehicle operation adjustment method according to an exemplary embodiment.

Fig. 9 is a flowchart illustrating a process of determining the type of concavity and convexity of the concavo-convex road surface as the deep concavity and high convexity type based on the front wheel on the target side of the traveling vehicle according to an exemplary embodiment.

Fig. 10 is a flowchart illustrating a process of determining the type of concavity and convexity of the concavo-convex road surface as a continuous concavo-convex type based on the front wheel on the target side of the traveling vehicle according to an exemplary embodiment.

Fig. 11 is a schematic structural view of a traveling vehicle according to an exemplary embodiment.

Fig. 12 is a block diagram illustrating a vehicle operation adjusting apparatus according to an exemplary embodiment.

Fig. 13 is a schematic structural diagram of an electronic device according to an exemplary embodiment.

Detailed Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. The following description refers to the accompanying drawings in which the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the exemplary embodiments below are not intended to represent all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the disclosure, as detailed in the appended claims.

The present disclosure provides a vehicle running adjustment method, which may be applied to a traveling vehicle. It is understood that the traveling vehicle is a vehicle that can travel on a road by being driven by a driver or an unmanned driver. The vehicle may include an active suspension. Under the condition that the road condition is monitored to be the concave-convex road surface, the driving time of the rear wheels of the driving vehicle reaching the concave-convex road surface can be determined, and the operation mode of the rear wheels can be adjusted based on the active suspension according to the driving time and the concave-convex type of the concave-convex road surface, so that the adjusted operation mode of the rear wheels can quickly and efficiently cope with the bumping of the rear wheels caused by the concave-convex road surface, and the bad driving experience feeling of a user due to the bumping of the rear wheels is further reduced.

The active suspension (also referred to as an active suspension system) means that the rigidity and damping characteristic of the suspension system can be dynamically and adaptively adjusted according to the driving conditions (the motion state of a vehicle, the road surface condition and the like) of an automobile, so that the suspension system is always in an optimal vibration damping state. The active suspension can control the height of the automobile body, improves the passing performance, and gives consideration to the smoothness, the operation stability and the like of the automobile. In this disclosure, the operation mode of the rear wheel is adjusted based on the active suspension, so that the adjusted operation mode of the rear wheel can quickly and efficiently cope with the bumping of the rear wheel caused by the concave-convex road surface, and the bad driving experience feeling brought to the user due to the bumping of the rear wheel is reduced.

FIG. 2 is a schematic illustration of a partial structure of an active suspension according to an exemplary embodiment; FIG. 3 is one of the schematic structural diagrams of a hydraulic branch in an active suspension shown in accordance with an exemplary embodiment; FIG. 4 is a second schematic diagram of a hydraulic branch in an active suspension according to an exemplary embodiment. The operation of the active suspension will be described with reference to fig. 2 to 4.

As can be seen from fig. 2 to 4, the active suspension (also called hydraulic active suspension) may include an oil storage module 10, a balancing module 20, and four hydraulic branches 30.

The oil storage module 10 may be communicated with the balancing module 20 through an oil supply main path 111, and is configured to supply oil to the balancing module 20. The oil storage module 10 includes an oil storage tank 11 for storing suspension oil, a hydraulic pump 12, a first oil pressure spring 13, and an oil pressure auxiliary assembly.

The hydraulic pump 12 is disposed between the main oil supply path 111 and the oil storage tank 11, and pressurizes the low-pressure suspension oil in the oil storage tank 11 to change the low-pressure suspension oil into high-pressure suspension oil, so that the suspension oil generates high-pressure oil pressure and enters the balancing module 20. The hydraulic pump 12 may be a gear pump, a plunger pump, or the like, or may be a brush motor or a brushless motor, and is not particularly limited herein.

A first oil pressure spring 13 connected to the main oil supply path 111 through a first branch path and connected between the hydraulic pump 12 and the balance module 20; when the oil pressure on the main oil supply path 111 is higher than the preset oil pressure threshold, the high-pressure oil can overflow into the first oil pressure spring 13, so that the oil pressure of the main oil supply path 111 can be maintained at a stable level, and the overpressure protection effect is achieved.

Furthermore, the first hydraulic spring 13 can be electrically connected to an electronic control system (hereinafter referred to as ECU) of the vehicle, and the ECU controls the working process of the first hydraulic spring 13, so that the pressure in the main oil supply path 111 can be controlled more accurately, the control precision is higher, and it is avoided that the system pipeline or other parts are damaged due to the excessive oil pressure of the main oil supply path 111 caused by insufficient pressure release, or the pressure loss caused by the excessive pressure release is avoided, and the undesirable situations such as repeated pressure compensation are required.

The oil pressure auxiliary assembly includes a second solenoid valve 14 and a second oil pressure spring 15, and is connected to the main oil supply path 111 through a second branch path and is located between the first oil pressure spring 13 and the balancing module 20.

Specifically, the oil pressure auxiliary assembly can reduce the pressure buildup time (i.e., the time to build pressure) of the hydraulic pump 12. When the hydraulic pump 12 supplies the suspension oil to the balancing module 20 and the four hydraulic branches 30, the hydraulic pump 12 needs to operate for a period of time due to the necessary start time of the hydraulic pump 12 and the long pipeline, so as to establish the oil pressures required by the balancing module 20 and the four hydraulic branches 30. After the branch cylinders corresponding to the wheels drain the suspension oil and reduce the height of the vehicle body (which can be realized by reducing the height of the chassis of the wheels), 20-30 seconds may be needed when the oil pressure needs to be reestablished.

And through the auxiliary oil pressure subassembly, can play the effect of supplementary hydraulic pump 12 pressure build, specifically, when need not supplementary pressure build, highly compressed suspension fluid can be stored to second oil pressure spring 15, when needs supplementary pressure build, opens second solenoid valve 14 (can be for two-position two-way reversing valve), high pressure suspension fluid that prestores in the emergency release second oil pressure spring 15, so, make balanced module 20 can build pressure fast for the speed that the suspension rises, can shorten at least 2-3 seconds.

Further, the second oil pressure spring 15 is also electrically connected with the ECU, when the vehicle body needs to be lifted urgently (the vehicle body can be lifted by improving the height of the chassis of the wheels) due to the fact that the road jolts, the ECU can quickly predict and send a signal to indicate the second electromagnetic valve 14 to be opened, so that the second oil pressure spring 15 releases high-pressure suspension oil, and the speed of obtaining the high-pressure oil by the active suspension system is greatly improved. Therefore, the pressure building time is short, and the reaction speed of the vehicle body is quicker.

Further, the balancing module 20 is connected with the oil storage module 10 through the oil supply main path 111; the four hydraulic branches 30 are connected to the balancing module 20, and the balancing module 20 is configured to transmit the first oil pressure of the oil storage module 10 to the corresponding hydraulic branches 30, and may also balance the oil pressures of the four hydraulic branches 30.

The balancing module 20 includes a central cylinder 21 and four balancing branches, and the balancing branches include four parallel left front branch 221, right rear branch 222, left rear branch 223 and right front branch 224, which correspond to a left front wheel (which may be understood as a left front wheel), a right rear wheel (which may be understood as a right rear wheel), a left rear wheel (which may be understood as a left rear wheel) and a right front wheel (which may be understood as a right front wheel), respectively.

One end of each balance branch is connected with the main oil supply path 111, and the other end of each balance branch is connected with the central cylinder 21, and is used for transmitting the high-pressure first oil pressure generated by the hydraulic pump 12 in the oil storage module 10 to the central cylinder 21; and each balance branch is provided with a third electromagnetic valve 225 for controlling the on-off of each balance branch.

The third electromagnetic valve 225 may be a two-position two-way reversing valve, the third electromagnetic valve 225 is connected to the ECU, when the vehicle runs to an uneven road surface and bumps, the vibration sensor, the height sensor and the pressure sensor in each hydraulic branch 30 transmit each signal of the suspension at each wheel to the ECU, and the ECU controls the opening and closing of the third electromagnetic valve 225 of the corresponding wheel according to the signal, so as to control the on-off of the balancing branch of the corresponding wheel.

The central cylinder 21 includes a balance cavity and a balance piston 215, the balance cavity includes a middle cavity and end cavities at both ends of the middle cavity, the volume of the middle cavity is greater than that of the end cavities, and the middle cavity and the end cavities are communicated with each other.

The balance piston 215 comprises three rigidly connected sub-pistons which are respectively positioned in an end cavity and a middle cavity, the three sub-pistons divide the balance cavity into a left front cavity 211, a right rear cavity 212, a left rear cavity and a right front cavity which are communicated, the left front cavity 211, the right rear cavity 212, the left rear cavity 213 and the right front cavity 214 are respectively connected with a left front branch 221, a right rear branch 222, a left rear branch 223 and a right front branch 224 of the balance branch, when the pressure of a certain cavity changes, the three pistons of the balance piston 215 slide in the balance cavity, and therefore the oil pressures of the four cavities, namely the oil pressures of the four balance branches, are balanced.

Therefore, the suspension of the four wheels can simultaneously adjust the height, damp or vibrate, so that the whole vehicle is more comfortable, stable and safe in the running process.

Further, the left and right

front cavities

211 and 214 are located at the end cavities, and most of the right and left

rear cavities

212 and 213 are located at the middle cavity. Therefore, the volumes of the front left cavity 211 and the front right cavity 214 are smaller than the volumes of the rear right cavity 212 and the rear left cavity 213, that is, the cavity volume of the front two wheels is smaller than that of the rear two wheels.

Because the weight that the front axle needs to bear is greater than the rear axle, consequently for the rear axle, the response of front axle is required more rapidly, and the cavity that the front axle that is small corresponds just can satisfy the requirement that the front axle reacts rapidly. For example, when the oil pressure of the hydraulic branch 30 corresponding to the front axle changes, the hydraulic branch can quickly react to the end cavity, because the end cavity is small in size and large in volume change rate, the hydraulic branch can quickly react with the rear axle, so that the front axle can quickly balance with the rear axle, the suspension of the left front wheel or the right front wheel can quickly react, when the hydraulic branch 30 corresponding to the rear axle changes, the middle cavity corresponding to the rear axle is large in size and small in volume change rate, therefore, the rear axle and the front axle are slow in balancing speed, and the left rear wheel and the right rear wheel are soft and comfortable.

Further, the left front cavity 211 is adjacent to the right rear cavity 212, and the left rear cavity 213 is adjacent to the right front cavity 214.

Specifically, if the wheel of the hydraulic branch 30 corresponding to the left front cavity 211 changes, for example, the left front wheel is squeezed by a stone, and pushes the suspension of the left front wheel upward, the oil pressure of the hydraulic branch 30 corresponding to the left front wheel increases, and when the hydraulic branch 30 corresponds to the balance cavity of the central cylinder 21, the volume of the left front cavity 211 increases, so as to push the balance piston 215 to move rightward, so that the volume of the right rear cavity 212 increases, and the volumes of the left rear cavity 213 and the right front cavity 214 decrease at the same time.

It can be seen that the suspension of the right rear wheel corresponding to the right rear cavity 212 is raised, while the suspension of the left rear wheel corresponding to the left rear cavity 213 and the suspension of the right front wheel corresponding to the right front cavity 214 are lowered. Thus, when a pressure change occurs in one hydraulic branch 30 of the vehicle, the pressure (i.e. the suspension height) of the hydraulic branch 30 of the diagonal wheel can be rapidly changed according to the opposite form, and the pressure (i.e. the suspension height) of the hydraulic branch 30 of the adjacent wheel can be rapidly changed according to the same form, so that the excessive roll of the vehicle body in the horizontal direction is limited, or the excessive displacement of the vehicle body in the vertical direction is limited, and therefore, the occurrence of the roll and bump phenomena is avoided, and the riding comfort of the vehicle and the running smoothness of the vehicle are improved.

Further, a fourth electromagnetic valve 226 is connected between the left front branch 221 and the right front branch 224, that is, the fourth electromagnetic valve 226 is used for controlling on-off of the two hydraulic branches 30 of the front axle; and a fifth solenoid valve 227 is connected between the rear right branch 222 and the rear left branch 223, that is, the fifth solenoid valve 227 is used for controlling the on-off of the two hydraulic branches 30 of the rear axle. The fourth solenoid valve 226 and the fifth solenoid valve 227 may also be two-position, two-way reversing valves.

In some embodiments, the four hydraulic branches 30 may be identical or different in structure. In the disclosed embodiment, the left front hydraulic branch and the right front hydraulic branch are identical in structure (as shown in fig. 3), but may be different in structure from the left rear hydraulic branch and the right rear hydraulic branch (as shown in fig. 4). As shown in fig. 3, the left front position indicated is connected to the left front chamber 211 of the balance chamber of the center cylinder 21, and as shown in fig. 4, the right rear position indicated is connected to the right rear chamber 212 of the balance chamber of the center cylinder 21, and the left front hydraulic branch will be described in detail below as an example.

The hydraulic branch 30 includes a branch cylinder 31 connected to a corresponding cavity of the central cylinder 21, and the branch cylinder 31 includes a second cylinder body and a second piston 312. Wherein, suspension fluid gets into and out the second cylinder body under the effect of first oil pressure to the realization is to the shock attenuation buffering of suspension, and adjusts the height of suspension through the length of stretching out of the piston rod of second piston 312.

In some embodiments, the hydraulic branch 30 further comprises a damping valve 32 connected between the center cylinder 21 and the branch cylinder 31 for adjusting the damping of the hydraulic branch 30 by adjusting the flow area of the suspension oil in the main branch path. Specifically, the damping valve 32 is a combination of a flow control valve and a stepping motor (not shown in the figure), the stepping motor is controlled by the ECU, and when the ECU adjusts the flow area of the hydraulic branch 30 according to the signal transmitted by the sensor assembly, the valve core of the flow control valve is adjusted to a corresponding position by starting the stepping motor to rotate, so as to adjust the thickness of the hydraulic branch 30.

The smaller the flow area, the "finer" the suspension oil is, the more difficult it is to pass through, and the greater the damping. The greater the damping, the shorter the vibration time from vibration to stationary when the suspension of the corresponding wheel encounters vibration or bump. Thus, the vibration time of each wheel suspension can be changed according to actual road conditions and passenger requirements.

In some embodiments, the hydraulic branch 30 further comprises a third oil pressure spring 33 and a fourth oil pressure spring 34; the third hydraulic spring 33 and the fourth hydraulic spring 34 are respectively connected to two ends of the damping valve, and the third hydraulic spring 33 and the fourth hydraulic spring 34 are electrically connected to the electronic control unit.

The third oil pressure spring 33 and the fourth oil pressure spring 34 can play a role of overpressure protection, when the oil pressure of the hydraulic branch 30 is too large, the third oil pressure spring 33 and the fourth oil pressure spring 34 can absorb high-pressure suspension oil, and vice versa, so that the situation that the oil pressure of the hydraulic branch 30 is too large to exceed a preset oil pressure threshold value is prevented, the stability of the oil pressure of the hydraulic branch 30 is kept, and the damage to parts of the hydraulic branch 30 is avoided.

In some embodiments, the hydraulic branch 30 further includes a stiffness adjusting assembly including a fifth oil pressure spring 351 and a spring rate shift valve 352. The fifth hydraulic spring 351 is used for communicating with the branch cylinder 31 and is electrically connected with the electronic control unit; the spring rate switching valve 352 controls the stiffness of the hydraulic branch 30 by controlling the on/off of the fifth hydraulic spring 351 and the branch cylinder 31.

Specifically, the spring rate switching valve 352 is turned back to a normally open valve, that is, the spring rate switching valve is turned off and turned on, and the spring rate switching valve 352 is turned off, and when the spring rate switching valve 352 is turned off, the suspension oil can enter or flow out of the fifth oil pressure spring 351 from the branch oil cylinder 31, at this time, the amount of expansion and contraction of the piston rod of the branch oil cylinder 31 is large, the amount of displacement variation of the vehicle in the vertical direction is small, the posture variation of the vehicle is small, and therefore the vibration of the vehicle is small, and the comfort is high.

When the rigidity of the branch cylinder 31 needs to be raised urgently, the spring rigidity switching valve 352 can be energized, the spring rigidity switching valve 352 is disconnected, the branch cylinder 31 becomes incompressible immediately, and the rigidity becomes large. At this time, the amount of extension and retraction of the piston rod of the branch cylinder 31 is small, that is, the amount of retraction of the suspension is small, the posture of the vehicle is greatly changed, but the moving performance of the vehicle is good.

The stiffness adjustment assembly cooperates with the damping adjustment of the damping valve 32 to adjust the vehicle to the optimum motion state and comfort required by the occupant.

In some embodiments, each hydraulic branch 30 also includes a vibration sensor 36, a height sensor 37, and a pressure sensor 38. The vibration sensor 36 includes one or more for detecting vibration of the vehicle body; the height sensor 37 is used to detect the height of the suspension; the pressure sensor 38 is used to detect the oil pressure of the bypass cylinder 31.

The above sensors are exemplary, and in other embodiments, longitudinal and lateral acceleration and yaw gyro sensors may be mounted near the center of gravity of the vehicle to acquire signals of body vibration, wheel bounce, body height and inclination.

Signals collected by all the sensors are input into the ECU, and the ECU sends out control instructions according to the input signals and a preset program to control the oil storage module 10, the balance module 20 and the corresponding hydraulic branch 30 so as to enable the four branch oil cylinders 31 to work. The lifting or descending of the height of the vehicle body is realized by increasing or decreasing the suspension oil, namely, the ground clearance is automatically adjusted according to the factors such as the vehicle speed, the road condition and the like, so that the smoothness and the operation stability of the vehicle are improved.

In fig. 4, the working process and principle of the right rear hydraulic branch are similar to those of the left front hydraulic branch, and the rigidity adjusting components can be reduced in the right rear hydraulic branch compared with the left front hydraulic branch, and other structures are the same and are not described again.

It should be noted that the active suspension described in the foregoing embodiment may correspond to the active suspension 101 shown in fig. 11.

To further describe the vehicle operation adjustment method provided by the present disclosure, the following description will be made with reference to fig. 1.

As can be seen in fig. 1, the vehicle operation adjustment method may include steps 110 to 130, which will be described separately below.

In step 110, road condition information is collected in real time.

In step 120, when it is monitored that the road condition information is the rough road surface, the driving time for the rear wheel of the driving vehicle to reach the rough road surface is determined.

In one embodiment, the road condition information of the running vehicle running on the road can be collected in real time. The road condition information may include information about road surface unevenness.

In one example, the traveling vehicle includes an active suspension that may include height sensors corresponding to respective wheels of the traveling vehicle, and in one example, the height sensors may be disposed on hydraulic branches corresponding to the wheels. In the application process, when it is monitored that the height information acquired by the height sensor corresponding to the front wheel within the preset time changes, for example, the height difference in adjacent moments exceeds a height difference threshold value, it can be determined that the front wheel passes through a concave-convex road surface at the moment, wherein the height difference threshold value can be adjusted according to actual conditions, and is not specifically limited in this embodiment.

In yet another example, the traveling vehicle includes an active suspension that may include pressure sensors corresponding to respective wheels of the traveling vehicle, and in one example, the pressure sensors may be disposed on hydraulic branches corresponding to the wheels. In the application process, when it is monitored that the pressure information acquired by the pressure sensor corresponding to the front wheel within the preset time changes, for example, the pressure difference within adjacent moments exceeds a pressure difference threshold, it can be determined that the front wheel passes through a concave-convex road surface at the moment, wherein the pressure difference threshold can be adjusted according to actual conditions, and is not specifically limited in this embodiment.

Further, when the monitored road condition information is the concave-convex road surface, the driving time of the rear wheel of the driving vehicle reaching the concave-convex road surface can be determined based on the second distance (corresponding to the distance between the front wheel and the rear wheel).

In yet another example, the traveling vehicle may further include an image pickup device and a distance sensor. For example, the image capture device and the distance sensor may be disposed in front of the traveling vehicle (e.g., front wheels of the vehicle). In the application process, the road condition information in front of the running vehicle can be collected in real time through the image collecting device. When the monitored road condition information at a certain moment is the concave-convex road surface, the distance (corresponding to the first distance) between the position of the concave-convex road surface and the driving vehicle can be determined based on the distance sensor.

Further, the travel time for the rear wheel of the traveling vehicle to reach the uneven road surface may be determined based on the first distance and the second distance.

In step 130, the operating mode of the rear wheels is adjusted based on the active suspension according to the travel time and the type of irregularity of the irregular road surface.

During application, travel time may affect how the active suspension adjusts the operating mode of the rear wheels. It can be understood that when the driving time is long enough, it indicates that the active suspension has enough time to adjust the operation mode of the rear wheel, so as to quickly and efficiently cope with the bumping problem of the rear wheel caused by the uneven road surface. When the driving time is not long enough, the active suspension does not have time to adjust the operation mode of the rear wheel, and at this time, in order to save the calculation force of the active suspension, the operation mode of the rear wheel is not adjusted.

In still another embodiment, the concavo-convex type of the concavo-convex road surface may include a deep concavo-convex type and a continuous concavo-convex type. It will be appreciated that in order to be able to specifically adjust the operating mode of the rear wheels based on the active suspension to ensure that the problem of rear wheel jolts due to road surface irregularities is addressed, different types of irregularities also affect how the operating mode of the rear wheels is adjusted based on the active suspension. In the application process, the running mode of the rear wheel can be adjusted based on the active suspension according to the running time and the concave-convex type of the concave-convex road surface.

According to the vehicle operation adjusting method, under the condition that the monitored road condition is the concave-convex road surface, the driving time of the rear wheels of the driving vehicle reaching the concave-convex road surface is determined, and the operation mode of the rear wheels is adjusted based on the active suspension according to the driving time and the concave-convex type of the concave-convex road surface, so that the adjusted operation mode of the rear wheels can quickly and efficiently cope with the bumping of the rear wheels caused by the concave-convex road surface, and further the bad driving experience feeling brought to a user due to the bumping of the rear wheels is reduced.

To further describe the vehicle operation adjustment method provided by the present disclosure, a process of determining the travel time for the rear wheels of the traveling vehicle to reach the uneven road surface will be described below with reference to fig. 5.

Fig. 5 is a flow chart illustrating a method of determining a travel time for a rear wheel of a traveling vehicle to reach a rough road surface according to an exemplary embodiment.

In an exemplary embodiment of the present disclosure, as can be seen in fig. 5, determining the driving time for the rear wheel of the traveling vehicle to reach the uneven road surface may include steps 310 to 340, which will be described separately below.

In step 310, a first distance from a road surface to a front wheel of the traveling vehicle is determined based on the road surface.

In one embodiment, the position information of the concave-convex road surface at the current moment can be determined based on the concave-convex road surface monitored in the previous step, and the first distance between the concave-convex road surface and the front wheel of the running vehicle can be determined based on the position information.

It should be noted that, if the monitored road condition information is that the rough road surface is obtained based on the image acquisition device and the distance sensor which are arranged on the front wheels, it is indicated that the rough road surface may be in front of the entire traveling vehicle, that is, the rough road surface is still a distance away from the entire traveling vehicle (for example, the front wheels). It is understood that in this scenario, the target distance of the rear wheel to the bumpy road surface is the sum of the first distance and the second distance. If the monitored road condition information is that the road surface is a concave-convex road surface, the road surface is obtained based on the pressure sensor and the height sensor on the active suspension, and the road surface is below the front wheels. It is understood that in this scenario, the first distance is 0 and the target distance of the rear wheel from the road surface is actually the second distance.

In step 320, the traveling speed of the traveling vehicle is acquired.

In step 330, a target distance between the rear wheel and the rough road surface is determined based on the first distance and a second distance, wherein the second distance is a distance between the front wheel and the rear wheel.

In step 340, based on the target distance and the travel speed, a travel time at which the rear wheels of the traveling vehicle reach the uneven road surface is determined.

In one embodiment, the second distance (corresponding to the distance between the front wheel and the rear wheel) is determined again based on the first distance determined in the previous step, and the running time of the rear wheel of the running vehicle reaching the uneven road surface can be obtained according to the current running speed of the running vehicle. In the application, the travel time may be determined according to the quotient of the target distance and the travel speed. The running speed can be acquired according to a speed sensor arranged on the running vehicle.

To further describe the vehicle operation adjustment method provided by the present disclosure, the following will describe how to adjust the operation mode of the rear wheel based on the active suspension for different driving times.

In an exemplary embodiment of the present disclosure, as can be seen in fig. 6, a process of the vehicle operation adjusting method may include steps 410 to 440, where steps 410 to 420 are the same as or similar to steps 110 to 120, and for specific implementation and beneficial effects thereof, reference is made to the foregoing description, which is not repeated herein, and step 430 and step 440 will be described below respectively.

In step 430, the operating mode of the rear wheels adjusted based on the active suspension is stopped when the travel time is less than a time threshold.

In step 440, the operating mode of the rear wheels is adjusted based on the active suspension according to the type of concavity and convexity when the travel time is greater than or equal to the time threshold.

In one embodiment, when the travel time is not long enough, e.g., the travel time is less than a time threshold, the active suspension is not as time to adjust the operating mode of the rear wheels. In this scenario, in order to save the computational effort of the active suspension, the operation mode of the rear wheel is not adjusted, i.e. the operation mode of the rear wheel adjusted based on the active suspension is stopped.

In yet another embodiment, in a scenario where the target distance is the second distance, when the monitored travel speed exceeds the speed threshold, the active suspension is not in time to adjust the operating mode of the rear wheels, and in this scenario, the operating mode of the rear wheels adjusted based on the active suspension may be stopped.

In yet another embodiment, when the travel time is sufficiently long, e.g., the travel time is greater than or equal to a time threshold, it indicates that the active suspension has sufficient time to adjust the operating mode of the rear wheels. Under this kind of scene, can combine the unsmooth type on unsmooth road surface, through the operational mode of the adjustment rear wheel of initiative suspension pertinence to the rear wheel jolt that the rear wheel operational mode after making the adjustment can be fast, high-efficient to appear because of the road surface is unsmooth, and then reduces because the rear wheel jolts and has brought bad driving experience for the user and felt.

Different dimple types also affect how the operating mode of the rear wheel is adjusted based on the active suspension. In the application process, the running mode of the rear wheel can be adjusted based on the active suspension according to the concave-convex type of the concave-convex road surface.

To further describe the vehicle running adjustment method provided by the present disclosure, a process of adjusting the running mode of the rear wheel based on the active suspension according to the type of concavity and convexity will be described below with reference to fig. 7.

In an exemplary embodiment of the present disclosure, as can be seen from fig. 7, the vehicle operation adjusting method may include steps 510 to 550, where steps 510 to 520 are the same as steps 110 to 120, and step 530 is the same as or similar to step 430, and for specific implementation and beneficial effects thereof, please refer to the foregoing description, which is not repeated in this embodiment, and step 540 and step 550 will be described below respectively.

In step 540, when the concave-convex type of the concave-convex road surface is determined to be a deep concave-convex type when the running time is greater than or equal to the time threshold, the chassis height of the front wheels and the chassis height of the rear wheels are adjusted to be high based on the active suspension, wherein the chassis height is the height of the chassis at the wheels of the running vehicle from the ground.

In an exemplary embodiment of the present disclosure, the active suspension may include a wheel hydraulic cylinder (corresponding to the bypass cylinder 31 in fig. 3 or 4), wherein the wheel hydraulic cylinder may correspond to a wheel of the traveling vehicle. Namely, each wheel can correspond to one wheel hydraulic cylinder. It will be appreciated that the wheel cylinders may be controlled by active suspension.

In one example, the active suspension based height adjustment of the front wheel and the rear wheel may be achieved by:

increasing the oil pressure of a wheel oil pressure cylinder corresponding to the front wheel based on the active suspension to realize the height adjustment of the chassis of the front wheel; and

and increasing the oil pressure of the wheel oil pressure cylinder corresponding to the rear wheel based on the active suspension to realize the increase of the chassis height of the rear wheel.

The process of raising the chassis height of the front wheels will be described with reference to the following embodiments.

In one embodiment, in an active suspension, the solenoid valve corresponding to the tire fluid path of the front wheel (corresponding to hydraulic branch 30 in fig. 3) will be opened and the hydraulic pump will release high pressure suspension fluid outwardly and through the center cylinder into the tire fluid path of the front wheel and ultimately into the wheel fluid pressure cylinder corresponding to the front wheel. Furthermore, the oil in the wheel oil pressure cylinder is increased, and the pressure in the cylinder is increased. When the in-cylinder pressure is higher than the load, the extension length of the piston rod of the piston (corresponding to the second piston 312 in fig. 3) in the wheel cylinder is increased, so that the suspension corresponding to the front wheel can be increased, and the chassis height of the front wheel can be increased. In addition, the oil pressure in the cylinder is gradually reduced until the oil pressure is the same as the load, so that the balance of a new wheel can be achieved, namely the manuscript height of the front wheel is stabilized at a certain fixed value. Through the process, the chassis height of the front wheels can be increased.

In another embodiment, continuing with the embodiment described in fig. 2 to 4 as an example, in the case of a bumpy road surface and needing to lift the vehicle body urgently, the ECU may quickly predict and send a signal to instruct the second electromagnetic valve 14 to open, so that the second oil pressure spring 15 releases the high-pressure suspension oil, thereby greatly increasing the speed of obtaining the high-pressure oil by the active suspension. Therefore, the pressure building time is short, the reaction speed of the vehicle body is quicker, the chassis height of the wheels is quickly improved, and the aim of emergently lifting the vehicle body is fulfilled.

The process of raising the chassis height of the rear wheels will be described with reference to the following embodiments.

In one embodiment, in an active suspension, the solenoid valve corresponding to the tire fluid path of the rear wheel (corresponding to hydraulic branch 30 in fig. 4) will be opened and the hydraulic pump will release high pressure suspension fluid outwardly and through the center cylinder into the tire fluid path of the rear wheel and ultimately into the wheel fluid cylinder corresponding to the rear wheel. Furthermore, the oil in the wheel oil pressure cylinder is increased, and the pressure in the cylinder is increased. In the case where the in-cylinder pressure is greater than the load, the piston in the wheel hydraulic cylinder corresponds to the second piston 312 in fig. 4) is increased in extension length of the piston rod, so that the suspension corresponding to the rear wheel can be increased, and the chassis height of the rear wheel can be increased. In addition, the oil pressure in the cylinder is gradually reduced until the oil pressure is the same as the load, so that the balance of a new wheel can be achieved, namely the manuscript height of the rear wheel is stabilized at a certain fixed value. Through the process, the chassis height of the rear wheels can be increased.

In the present disclosure, the direction in which the front end of the traveling vehicle is located is referred to as a forward direction, and the direction in which the rear end of the traveling vehicle is located is referred to as a rearward direction.

Fig. 9 is a flowchart illustrating a process of determining the concavo-convex type of the concavo-convex road surface as the deep concavo-convex type based on the front wheel on the target side of the traveling vehicle according to an exemplary embodiment.

A process of determining the type of concavity and convexity of the uneven road surface as the deep concavity and convexity type based on the front wheel on the target side of the traveling vehicle will be described below with reference to fig. 9.

In an exemplary embodiment of the present disclosure, the active suspension may further include a height sensor that monitors a chassis height of the front wheels, and in one example, the height sensor may be disposed on a hydraulic branch corresponding to the front wheels. As will be understood from fig. 9, determining the type of concavity and convexity of the concavo-convex road surface as a deep concavity and high convexity type based on the front wheel on the target side of the traveling vehicle may include steps 710 to 720, which will be described below separately.

In step 710, the ride height of the target side front wheels of the moving vehicle is monitored in real time based on the height sensor.

In step 720, when it is monitored that the chassis height of the front wheel on the target side is less than or equal to the height threshold value for a plurality of times within a preset time period, it is determined that the concave-convex type of the concave-convex road surface is a deep concave-convex type.

In one embodiment, the ride height of the front wheels on the target side of the vehicle may be monitored in real time based on a height sensor. The target side may include a left side of the traveling vehicle or a right side of the traveling vehicle. Accordingly, the chassis height of the front wheel on the target side can be understood as the chassis height of the left front wheel of the traveling vehicle or the chassis height of the right front wheel of the traveling vehicle.

Further, if the chassis height of the front wheel on the target side is monitored to be less than or equal to the height threshold value for multiple times within a preset time period, it can be determined that the road surface through which the front wheel passes is of a deep concave and high convex type in the current scene. It should be noted that the "multiple times" referred to above may be two times or more. The preset time period may also be determined according to an actual situation, for example, within 10 seconds, and in this embodiment, the preset time period is not specifically limited. The height threshold may also be determined according to actual conditions, and is not specifically limited in this embodiment.

In yet another embodiment, if it is monitored that the chassis height of the front wheel on the target side is less than or equal to the height threshold, it may also be determined that the road surface on which the front wheel passes is of a deep concave and high convex type in the current scene. In the present embodiment, a specific process of determining the concave-convex type of the concave-convex road surface as the deep concave-convex type based on the front wheel on the target side of the traveling vehicle is not limited.

In step 550, when the running time is equal to or longer than the time threshold value, and the concavo-convex type of the concavo-convex road surface is determined to be the continuous concavo-convex type, the operation mode of the rear wheels is adjusted to the preset shock absorbing mode.

In one embodiment, on the premise that the running time is greater than or equal to the time threshold, if the concave-convex type of the current concave-convex road surface is determined to be a continuous concave-convex type, it is indicated that the road surface currently running by the running vehicle is concave-convex in a future period of time, and at this time, the operation mode of the wheels after repeated adjustment will bring a lot of calculation and processing. In one example, when the monitored concave-convex type of the concave-convex road surface is the continuous concave-convex type, the operation mode of the rear wheel can be directly adjusted to the preset damping mode. In another example, when it is monitored that the concave-convex type of the concave-convex road surface is a continuous concave-convex type, the operation mode of the entire traveling vehicle (for example, the front wheels and the rear wheels) may be directly adjusted to a preset damping mode, where the preset damping mode may be obtained according to a preset setting, and the specific damping mode may also be determined according to an actual situation, and in this embodiment, the preset damping mode is not specifically limited.

In still another exemplary embodiment of the present disclosure, determining the concavo-convex type of the concavo-convex road surface as a continuous concavo-convex type may be accomplished in the following manner:

determining the concave-convex type of the concave-convex road surface as a continuous concave-convex type based on a front wheel on a target side of the traveling vehicle;

adjusting the operating mode of the rear wheels to the preset damping mode may be achieved in the following manner:

the operation mode of the rear wheels on the target side is adjusted to a preset damping mode.

In still another example, when it is monitored that the uneven road surface is of a continuous uneven type on a certain side (corresponding to a target side, for example, the left or right side) of the traveling vehicle, it is also possible to directly adjust the operation mode of the rear wheels on that side (target side) to the preset damping mode. Through this embodiment, can be according to the particular case on unsmooth road surface, the operational mode of rear wheel is adjusted to the pertinence to ensure that the operational mode of rear wheel after the adjustment can more effectual reply because of the road surface unsmooth rear wheel jolt that appears, and then can reduce because the rear wheel jolts and brought bad driving experience for the user and felt.

Fig. 10 is a flowchart illustrating a process of determining the type of concavity and convexity of the concavo-convex road surface as the continuous concavity and convexity type based on the front wheel of the target side of the traveling vehicle according to an exemplary embodiment.

A process of determining the type of concavity and convexity of the concavo-convex road surface as a continuous concavo-convex type on the basis of the front wheel on the target side of the traveling vehicle will be described below with reference to fig. 10.

In an exemplary embodiment of the present disclosure, the active suspension may include a shock sensor that monitors a shock state of the front wheels. As will be understood from fig. 10, determining the concavo-convex type of the concavo-convex road surface as the continuous concavo-convex type based on the front wheel on the target side of the traveling vehicle may include

steps

810 and 820, which will be described separately below.

In step 810, a vibration state of a front wheel on a target side is monitored in real time based on a vibration sensor, wherein the vibration state includes a vibration frequency.

In step 820, when it is monitored that the vibration frequency of the front wheel on the target side is greater than or equal to the frequency threshold value within a preset time, it is determined that the concave-convex type of the concave-convex road surface is a continuous concave-convex type.

In one embodiment, the number of shocks of the front wheel on the target side may be monitored in real time based on the shock sensor. The target-side front wheel may be the vibration frequency of the left-side front wheel of the traveling vehicle, or may be the vibration frequency of the right-side front wheel of the traveling vehicle. In still another embodiment, the number of vibrations of the front wheel on the target side may also be monitored in real time based on the acceleration sensor. Wherein, the acceleration sensor can be arranged on the vehicle body.

Further, if the vibration frequency of the front wheel on the target side is monitored to be greater than or equal to the frequency threshold value within the preset time, it can be determined that the road surface through which the front wheel passes is a continuous concave-convex road surface in the current scene. The preset time may be determined according to an actual situation, for example, within 10 seconds, and in this embodiment, the preset time is not specifically limited. The number threshold may also be determined according to actual conditions, and is not particularly limited in this embodiment.

To further describe the vehicle operation adjustment method provided by the present disclosure, the following description will be made with reference to fig. 8.

In an exemplary embodiment of the present disclosure, the active suspension may include a wheel hydraulic cylinder corresponding to a wheel of the traveling vehicle, and a damping valve connected to the wheel hydraulic cylinder. It will be appreciated that there is one wheel hydraulic cylinder for each wheel, and that a damping valve is associated with each wheel hydraulic cylinder.

In other words, each hydraulic branch corresponding to a wheel includes a wheel hydraulic cylinder (also called a branch cylinder). In addition, the hydraulic branch further comprises a damping valve which is connected between the central cylinder and the wheel oil hydraulic cylinder, and the damping of the hydraulic branch is adjusted by adjusting the flow area of suspension oil of the main branch.

Referring to fig. 8, it can be seen that the vehicle operation adjusting method may include steps 610 to 640, where steps 610 to 620 are the same as or similar to steps 510 to 520, and please refer to the foregoing description for specific embodiments and advantages, which are not specifically limited in this embodiment, and steps 630 and 640 will be described below.

In step 630, in the case where the travel time is equal to or longer than the time threshold, the concave-convex type of the concave-convex road surface is determined to be a deep concave-convex type based on the front wheel on the target side of the traveling vehicle.

In an embodiment, when it is monitored that the chassis height of the front wheel on the target side is less than or equal to the height threshold value for multiple times within a preset time period, it may be determined that the road surface through which the front wheel passes is of a deep concave and convex type in the current scene, that is, it is determined that the concave and convex type of the concave-convex road surface is of a deep concave and convex type. It should be noted that the "multiple times" referred to above may be two times or more.

In step 640, the passage of the damping valve is widened based on the active suspension so that the damping of the wheel hydraulic cylinder corresponding to the rear wheel on the target side is reduced.

In one embodiment, when it is detected that the road surface on the target side of the traveling vehicle is a concave-convex road surface of a deep concave-convex type, the path of the damping valve can be widened by the active suspension so that the damping of the wheel hydraulic cylinder corresponding to the rear wheel on the target side is reduced.

It should be noted that the damping valve can adjust the thickness of its own oil circuit, that is, adjust the passageway of damping valve to can change the damping of wheel hydraulic cylinder, that is, changed the rigidity of wheel hydraulic cylinder. In the application process, when the road surface of the target side of the running vehicle is monitored to be a deep concave and convex road surface, the shock absorption experience of the rear wheels needs to be softer and more flexible. In one example, the passage of the damping valve may be widened based on the active suspension to reduce the damping of the wheel hydraulic cylinder corresponding to the rear wheel on the target side. In one example, the damping valve is a combination of a flow control valve and a stepping motor, the stepping motor is controlled by the ECU, and when the ECU adjusts the flow area of the hydraulic branch according to a signal transmitted by the sensor assembly, the stepping motor is started to rotate so as to adjust the valve core of the flow control valve to a corresponding position, that is, the thickness of the hydraulic branch can be adjusted.

Through this embodiment, can reduce the damping of the wheel oil hydraulic cylinder that the rear wheel of target side corresponds for the oil in the wheel oil hydraulic cylinder passes through more easily, thereby can be so that the wheel oil hydraulic cylinder can be more nimble get the chassis height of adjustment rear wheel, thereby make the shock attenuation of rear wheel experience for softer, nimble.

In still another embodiment, the vibration of the traveling vehicle can be reduced by reducing the rigidity of the wheel oil hydraulic cylinder. In an example, as described with reference to fig. 3 or 4, the spring rate switching valve 352 may control the stiffness of the hydraulic branch 30 by controlling on/off of the fifth oil pressure spring 351 and the branch cylinder 31. Because the spring stiffness switching valve 352 returns to a normally open valve, that is, the spring stiffness switching valve is turned off and is connected, and the spring stiffness switching valve 352 is turned off, when the spring stiffness switching valve 352 is turned off, suspension oil can enter or flow out of the fifth oil pressure spring 351 from the branch oil cylinder 31, the telescopic amount of a piston rod of the branch oil cylinder 31 is large, the displacement variation of the vehicle in the vertical direction is small, the posture variation of the vehicle is small, the vibration of the vehicle is small, and the comfort is high.

According to the foregoing description, the vehicle operation adjusting method provided by the disclosure determines the driving time for the rear wheels of the driving vehicle to reach the concave-convex road surface when the road condition is monitored to be the concave-convex road surface, and adjusts the operation mode of the rear wheels based on the active suspension according to the driving time and the concave-convex type of the concave-convex road surface, so that the adjusted operation mode of the rear wheels can quickly and efficiently cope with the bumping of the rear wheels caused by the concave-convex road surface, and further, the bad driving experience brought to users due to the bumping of the rear wheels is reduced.

Based on the same conception, the embodiment of the disclosure also provides a loading vehicle.

In an exemplary embodiment of the present disclosure, as can be seen in fig. 11, the traveling vehicle 100 may include: wheels 102 and active suspension 101. Wherein the wheels include rear wheels. When the monitored road condition information is a rough road surface, the active suspension 101 may adjust the operation mode of the rear wheel based on the driving time and the rough type of the rough road surface, where the driving time is the driving time when the rear wheel reaches the rough road surface. Through this embodiment, can so that the rear wheel running mode after the adjustment can be fast, high-efficient to handle the rear wheel that appears because of the road surface is unsmooth jolts, and then reduces because the rear wheel jolts and has brought bad driving experience for the user and feel.

Based on the same conception, the embodiment of the disclosure also provides a vehicle running adjusting device.

It is understood that, in order to implement the above functions, the vehicle operation adjusting device provided in the embodiment of the present disclosure includes a hardware structure and/or a software module for performing each function. The disclosed embodiments can be implemented in hardware or a combination of hardware and computer software, in combination with the exemplary elements and algorithm steps disclosed in the disclosed embodiments. Whether a function is performed as hardware or computer software drives hardware depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the subject matter of the embodiments of the present disclosure.

Fig. 12 is a block diagram illustrating a vehicle operation adjusting apparatus according to an exemplary embodiment. It should be noted that the vehicle running adjustment apparatus is applied to a traveling vehicle including an active suspension. Referring to fig. 12, the apparatus may include an acquisition module 910, a determination module 920, and an adjustment module 930, each of which will be described below.

An acquisition module 910, which may be configured to acquire road condition information in real time;

the determining module 920 may be configured to determine a driving time for the rear wheel of the driving vehicle to reach the concave-convex road surface when the monitored road condition information is the concave-convex road surface;

the adjusting module 930 may be configured to adjust the operation mode of the rear wheel based on the active suspension according to the travel time and the concavo-convex type of the concavo-convex road surface.

In an exemplary embodiment of the disclosure, the determining module 920 may determine the travel time of the traveling vehicle when the rear wheel reaches the uneven road surface in the following manner:

determining a first distance from the uneven road surface to a front wheel of the traveling vehicle based on the uneven road surface;

acquiring the running speed of a running vehicle;

determining a target distance between the rear wheel and the concave-convex road surface based on the first distance and a second distance, wherein the second distance is the distance between the front wheel and the rear wheel;

and determining the running time of the rear wheel of the running vehicle reaching the concave-convex road surface based on the target distance and the running speed.

In an exemplary embodiment of the present disclosure, the adjustment module 930 may adjust the operation mode of the rear wheel based on the active suspension according to the driving time and the concave-convex type of the concave-convex road surface in the following manner:

stopping the operation mode of the wheels after adjustment based on the active suspension when the running time is less than a time threshold;

and in the case that the running time is greater than or equal to the time threshold, adjusting the running mode of the rear wheel based on the active suspension according to the concave-convex type.

In an exemplary embodiment of the present disclosure, the concave and convex type may include a deep concave and high convex type; the adjustment module 930 may adjust the operation mode of the rear wheel based on the active suspension according to the bump type in the following manner in case the driving time is greater than or equal to the time threshold:

and under the condition that the running time is greater than or equal to the time threshold value, when the concave-convex type of the concave-convex road surface is determined to be a deep concave-convex type, the chassis height of the front wheels and the chassis height of the rear wheels are adjusted to be high based on the active suspension, wherein the chassis height is the height from the ground of a chassis at the wheel position of the running vehicle.

In an exemplary embodiment of the present disclosure, the active suspension may include a wheel hydraulic cylinder, wherein the wheel hydraulic cylinder corresponds to a wheel of the traveling vehicle; the adjustment module 930 may adjust the ride height of the front wheels and the ride height of the rear wheels based on the active suspension in the following manner:

increasing the oil pressure of a wheel oil pressure cylinder corresponding to the front wheel based on the active suspension to realize the height adjustment of the chassis of the front wheel; and increasing the oil pressure of the wheel oil pressure cylinder corresponding to the rear wheel based on the active suspension to realize the increase of the chassis height of the rear wheel.

In an exemplary embodiment of the present disclosure, the active suspension may include a wheel hydraulic cylinder, and a damping valve connected to the wheel hydraulic cylinder, wherein the wheel hydraulic cylinder corresponds to a wheel of the traveling vehicle; the adjustment module 930 may determine the concave-convex type of the concave-convex road surface as the deep-concave high-convex type in the following manner:

determining the concave-convex type of the concave-convex road surface to be a deep concave-high convex type based on the front wheel on the target side of the traveling vehicle;

the adjustment module 930 may also be configured to: the passage of the damping valve is widened based on the active suspension so as to reduce the damping of the wheel hydraulic cylinder corresponding to the rear wheel on the target side.

In an exemplary embodiment of the present disclosure, the active suspension may include a height sensor that monitors the chassis height of the front wheels; the adjustment module 930 may determine the concavo-convex type of the concavo-convex road surface as a deep concavo-convex type based on the front wheels of the target side of the traveling vehicle in the following manner:

monitoring the chassis height of a front wheel on the target side of the running vehicle in real time based on a height sensor;

and when the chassis height of the front wheel on the target side is monitored to be less than or equal to the height threshold value for multiple times within a preset time period, determining that the concave-convex type of the concave-convex road surface is a deep concave-convex type.

In an exemplary embodiment of the present disclosure, the concavo-convex type may include a continuous concavo-convex type; the adjustment module 930 may adjust the operation mode of the rear wheel based on the active suspension according to the bump type in the following manner in case the driving time is greater than or equal to the time threshold:

and under the condition that the running time is greater than or equal to the time threshold value, when the concave-convex type of the concave-convex road surface is determined to be a continuous concave-convex type, adjusting the running mode of the rear wheels to be a preset damping mode.

In an exemplary embodiment of the present disclosure, the adjusting module 930 may determine that the concave-convex type of the concave-convex road surface is a continuous concave-convex type in the following manner:

the adjustment module 930 may adjust the operating mode of the rear wheels to the preset damping mode in the following manner:

In an exemplary embodiment of the present disclosure, the active suspension may include a shock sensor that monitors a shock state of the front wheels; the adjustment module 930 may determine the concavo-convex type of the concavo-convex road surface as a continuous concavo-convex type based on the front wheel of the target side of the traveling vehicle in the following manner:

monitoring the vibration state of a front wheel on a target side in real time based on a vibration sensor, wherein the vibration state comprises vibration times;

and when the vibration frequency of the front wheel on the target side is monitored to be larger than or equal to a frequency threshold value within the preset time, determining that the concave-convex type of the concave-convex road surface is a continuous concave-convex type.

With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.

Fig. 13 illustrates a physical structure diagram of an electronic device, and as shown in fig. 13, the electronic device may include: a processor (processor) 1010, a communication Interface (Communications Interface) 1020, a memory (memory) 1030, and a communication bus 1040, wherein the processor 1010, the communication Interface 1020, and the memory 1030 communicate with each other via the communication bus 1040. Processor 1010 may invoke logic instructions in memory 1030 to perform a vehicle operation adjustment method, wherein the vehicle operation adjustment method is applied to a moving vehicle, the moving vehicle including an active suspension, the vehicle operation adjustment method comprising: acquiring road condition information in real time; determining the running time of a rear wheel of a running vehicle reaching the concave-convex road surface under the condition that the monitored road condition information is the concave-convex road surface; the running mode of the rear wheel is adjusted based on the active suspension according to the running time and the concavo-convex type of the concavo-convex road surface.

Furthermore, the logic instructions in the memory 1030 can be implemented in software functional units and stored in a computer readable storage medium when the logic instructions are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk, and various media capable of storing program codes.

In another aspect, the present invention also provides a computer program product, the computer program product comprising a computer program, the computer program being stored on a non-transitory computer readable storage medium, and when the computer program is executed by a processor, a computer is capable of executing the vehicle operation adjusting method provided by the above methods, wherein the vehicle operation adjusting method is applied to a traveling vehicle, the traveling vehicle comprises an active suspension, and the vehicle operation adjusting method comprises: acquiring road condition information in real time; determining the running time of a rear wheel of a running vehicle reaching the concave-convex road surface under the condition that the monitored road condition information is the concave-convex road surface; the running mode of the rear wheel is adjusted based on the active suspension according to the running time and the concavo-convex type of the concavo-convex road surface.

In yet another aspect, the present invention also provides a non-transitory computer-readable storage medium having stored thereon a computer program, which when executed by a processor, is implemented to perform the vehicle operation adjustment method provided by each of the above methods, wherein the vehicle operation adjustment method is applied to a traveling vehicle including an active suspension, the vehicle operation adjustment method comprising: acquiring road condition information in real time; determining the running time of a rear wheel of a running vehicle reaching the concave-convex road surface under the condition that the monitored road condition information is the concave-convex road surface; the running mode of the rear wheel is adjusted based on the active suspension according to the running time and the concave-convex type of the concave-convex road surface.

The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.

It will be further appreciated that while operations are depicted in the drawings in a particular order, this should not be understood as requiring that such operations be performed in the particular order shown or in serial order, or that all illustrated operations be performed, to achieve desirable results. In certain environments, multitasking and parallel processing may be advantageous.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. A vehicle running adjustment method that is applied to a running vehicle including an active suspension, the vehicle running adjustment method comprising:

acquiring road condition information in real time;

determining the running time of a rear wheel of the running vehicle reaching the concave-convex road surface under the condition that the monitored road condition information is the concave-convex road surface;

adjusting the operation mode of the rear wheel based on the active suspension according to the travel time and the concavo-convex type of the concavo-convex road surface.

2. The vehicle running adjustment method according to claim 1, wherein the determining of the running time for the rear wheel of the running vehicle to reach the uneven road surface specifically includes:

determining a first distance of the rough road surface from front wheels of the traveling vehicle based on the rough road surface;

acquiring the running speed of the running vehicle;

3. The vehicle running adjustment method according to claim 1, wherein the adjusting the running mode of the rear wheel based on the active suspension according to the travel time and the irregularity type of the irregular road surface specifically includes:

stopping adjusting the operating mode of the rear wheels based on the active suspension if the travel time is less than a time threshold;

adjusting an operating mode of the rear wheels based on the active suspension according to the bump type in a case where the travel time is greater than or equal to a time threshold.

4. The vehicle running adjustment method according to claim 3, wherein the concave-convex type includes a deep concave-convex type;

when the running time is greater than or equal to a time threshold value, adjusting the operation mode of the rear wheel based on the active suspension according to the concave-convex type specifically includes:

and when the running time is larger than or equal to a time threshold value, when the concave-convex type of the concave-convex road surface is determined to be a deep concave-convex type, the chassis height of a front wheel and the chassis height of a rear wheel are increased based on the active suspension, wherein the chassis height is the height from the ground of a chassis at the wheel position of the running vehicle.

5. The vehicle operation adjustment method according to claim 4, wherein the active suspension includes a wheel hydraulic cylinder, wherein the wheel hydraulic cylinder corresponds to a wheel of the traveling vehicle;

the method for adjusting the height of the front wheel and the height of the rear wheel based on the active suspension specifically comprises the following steps:

increasing the oil pressure of a wheel oil pressure cylinder corresponding to the front wheel based on the active suspension to realize the increase of the chassis height of the front wheel; and

and increasing the oil pressure of a wheel oil pressure cylinder corresponding to the rear wheel based on the active suspension so as to realize the increase of the chassis height of the rear wheel.

6. The vehicle operation adjusting method according to claim 4, wherein the active suspension includes a wheel hydraulic cylinder corresponding to a wheel of the traveling vehicle, and a damper valve connected to the wheel hydraulic cylinder;

the determining that the concave-convex type of the concave-convex road surface is a deep concave-convex type specifically comprises:

determining the concave-convex type of the concave-convex road surface to be a deep concave-convex type based on a front wheel on a target side of the traveling vehicle;

after the active suspension-based ride height adjustment of the front wheels and the ride height of the rear wheels, the method further comprises:

the path of the damping valve is widened based on the active suspension so that the damping of the wheel hydraulic cylinder corresponding to the rear wheel on the target side is reduced.

7. The vehicle operation adjustment method of claim 6, wherein the active suspension includes a height sensor that monitors a chassis height of the front wheel;

the determining, based on the front wheel on the target side of the traveling vehicle, that the concave-convex type of the concave-convex road surface is a deep concave-convex type specifically includes:

monitoring the chassis height of a front wheel on the target side of the traveling vehicle in real time based on the height sensor;

and when the chassis height of the front wheel on the target side is monitored to be less than or equal to a height threshold value for multiple times within a preset time period, determining that the concave-convex type of the concave-convex road surface is a deep concave-convex type.

8. The vehicle running adjustment method according to claim 3, characterized in that the concavo-convex type includes a continuous concavo-convex type;

and when the running time is greater than or equal to a time threshold value and the concave-convex type of the concave-convex road surface is determined to be a continuous concave-convex type, adjusting the running mode of the rear wheels to a preset damping mode.

9. The vehicle running adjustment method according to claim 8, wherein the determining that the type of concavity and convexity of the concavo-convex road surface is a continuous concavo-convex type specifically includes:

determining the concavo-convex type of the concavo-convex road surface as a continuous concavo-convex type based on a front wheel on a target side of the traveling vehicle;

adjusting the operation mode of the rear wheels to a preset damping mode specifically comprises:

and adjusting the operation mode of the rear wheel on the target side to a preset damping mode.

10. The vehicle operation adjustment method according to claim 9, wherein the active suspension includes a shock sensor that monitors a shock state of a front wheel;

the method for determining the concave-convex type of the concave-convex road surface as a continuous concave-convex type based on the front wheel on the target side of the traveling vehicle comprises the following steps:

monitoring the vibration state of the front wheel on the target side in real time based on the vibration sensor, wherein the vibration state comprises vibration times;

and when the vibration frequency of the front wheel on the target side is monitored to be larger than or equal to a frequency threshold value within preset time, determining that the concave-convex type of the concave-convex road surface is a continuous concave-convex type.

11. A traveling vehicle to which the vehicle operation adjustment method according to any one of claims 1 to 10 is applied, the traveling vehicle comprising: a wheel comprising a rear wheel, and an active suspension, wherein,

and under the condition that the monitored road condition information is the concave-convex road surface, the active suspension adjusts the running mode of the rear wheel based on the running time and the concave-convex type of the concave-convex road surface, wherein the running time is the running time when the rear wheel reaches the concave-convex road surface.

12. A vehicle running adjustment apparatus applied to a running vehicle according to claim 11, the running vehicle including an active suspension, the vehicle running adjustment apparatus comprising:

the acquisition module is used for acquiring road condition information in real time;

the determining module is used for determining the driving time of the rear wheels of the driving vehicle reaching the concave-convex road surface under the condition that the monitored road condition information is the concave-convex road surface;

and the adjusting module is used for adjusting the running mode of the rear wheel based on the active suspension according to the running time and the concave-convex type of the concave-convex road surface.

13. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the vehicle operation adjustment method according to any one of claims 1 to 10 when executing the program.

14. A non-transitory computer-readable storage medium on which a computer program is stored, the computer program being configured to implement the vehicle operation adjustment method according to any one of claims 1 to 10 when executed by a processor.