Patent Description:
A vehicle may perform oversteer or understeer during traveling. A traveling direction of the vehicle may be adjusted by braking tires that are on one side. Adjusting the traveling direction of the vehicle using a braking manner consumes a large amount of energy and causes abrasion of a vehicle braking system. <CIT>, <CIT>, <CIT>, <CIT>, <CIT>, and <CIT> relate to yaw rate control in vehicles. <CIT> discloses the preamble of claims <NUM> and <NUM>.

This application provides a suspension control method and a vehicle, to flexibly control a traveling direction of a vehicle during steering.

According to a first aspect, a suspension control method is provided. A suspension is applied to a vehicle, and the method includes: determining that the vehicle performs steering; and adjusting a deformation parameter of the suspension in response to the determining of the steering, to adjust a traveling direction of the vehicle.

When the vehicle performs steering, the traveling direction of the vehicle is adjusted by controlling the deformation parameter of the vehicle suspension, and no braking measure is required, to avoid large energy consumption and abrasion of a vehicle braking system.

With reference to the first aspect, according to the invention, the method further includes: determining an association relationship between a predicted yaw velocity of the vehicle and the deformation parameter of the suspension based on a status parameter of the vehicle, where the deformation parameter of the suspension is adjusted so that a deviation between a desired yaw velocity and the predicted yaw velocity of the vehicle is reduced.

The deformation parameter of the suspension is adjusted based on the association relationship between the predicted yaw velocity and the deformation parameter, so that the deviation between the desired yaw velocity and the predicted yaw velocity of the vehicle is reduced. In this way, the predicted yaw velocity of the vehicle meets the desired yaw velocity as much as possible, and control stability and comfort of the vehicle are improved.

With reference to the first aspect, in some possible implementations, the status parameter includes: a lateral acceleration, a centroid side slip angle, a front wheel steering angle corresponding to a steering wheel angle, a longitudinal vehicle speed, a sprung mass roll angle, and a sprung mass roll angle velocity.

The association relationship between the predicted yaw velocity of the vehicle and the deformation parameter of the suspension is determined based on the vehicle status parameters such as the lateral acceleration, the centroid side slip angle, the front wheel steering angle corresponding to the steering wheel angle, the longitudinal vehicle speed, the sprung mass roll angle, and the sprung mass roll angle velocity. The association relationship is more accurate, and control stability of the vehicle is improved.

With reference to the first aspect, in some possible implementations, the method further includes: determining the desired yaw velocity based on the longitudinal vehicle speed and the steering wheel angle of the vehicle.

The desired yaw velocity is determined based on the longitudinal vehicle speed and the steering wheel angle of the vehicle, so that the desired yaw velocity is more accurate, and control stability of the vehicle is improved.

With reference to the first aspect, according to the invention, the suspension includes a shock absorber, and the deformation parameter of the suspension includes damping of the shock absorber.

Compared with adjusting rigidity of a spring of the suspension, adjusting the damping of the shock absorber is easier.

According to a second aspect, a vehicle comprising a suspension, which comprises a shock absorber, and a suspension control apparatus is provided, including a processing module and an adjustment module. The processing module is configured to determine that a vehicle performs steering; and in response to the determining of the steering, the adjustment module is configured to adjust a deformation parameter of a suspension, to adjust a traveling direction of the vehicle.

With reference to the second aspect, according to the invention, the processing module is further configured to determine an association relationship between a predicted yaw velocity of the vehicle and the deformation parameter of the suspension based on a status parameter of the vehicle, where the deformation parameter of the suspension is adjusted so that a deviation between a desired yaw velocity and the predicted yaw velocity of the vehicle is reduced.

With reference to the second aspect, in some possible implementations, the status parameter includes: a lateral acceleration, a centroid side slip angle, a front wheel steering angle corresponding to a steering wheel angle, a longitudinal vehicle speed, a sprung mass roll angle, and a sprung mass roll angle velocity.

With reference to the second aspect, in some possible implementations, the processing module is further configured to determine the desired yaw velocity based on the longitudinal vehicle speed and the steering wheel angle of the vehicle.

With reference to the second aspect, according to the invention, the suspension includes a shock absorber, and the deformation parameter of the suspension includes damping of the shock absorber.

According to a third aspect, a computer program storage medium is provided. The computer program storage medium includes program instructions, and when the program instructions are executed, the method according to the first aspect is performed.

According to a fourth aspect, a chip is provided. The chip system includes at least one processor, and when program instructions are executed in the at least one processor, the method according to the first aspect is performed.

Optionally, in an implementation, the chip may further include the memory, and the memory stores the instructions. The processor is configured to execute the instructions stored in the memory, and when the instructions are executed, the processor is configured to perform the method in any one of the implementations of the first aspect or the second aspect.

The foregoing chip may be specifically a field-programmable gate array (field-programmable gate array, FPGA) or an application-specific integrated circuit (application-specific integrated circuit, ASIC).

A vehicle may perform oversteer or understeer during traveling.

An electronic stability control system (electronic stability controller, ESC) can obtain a traveling speed and a steering wheel angle of the vehicle to determine a riving status of the vehicle. The ESC system can obtain an actual driving status of the vehicle. When the actual driving status of the vehicle is different from the driving status of the vehicle, the ESC system controls to perform a braking operation on one or more wheels, to adjust a traveling direction of the vehicle.

A driver controls steering of the vehicle by rotating the steering wheel. A desired traveling track of the vehicle may be calculated based on the traveling speed and the steering wheel angle of the vehicle, as shown by a solid line in <FIG>. Due to factors such as excessively small friction of a road surface, if the driver does not obtain feedback in a vehicle steering process, an actual driving route of the vehicle may be, as shown by a dashed line in <FIG>, understeer.

The ESC may determine the actual driving route of the vehicle based on a yaw velocity of the vehicle and the traveling speed of the vehicle.

When the vehicle performs understeer, the ESC may control to perform a braking operation on an inner wheel, and/or control an engine to reduce a rotational speed of the inner wheel. For example, the ESC determines that the vehicle performs understeer when turning left, and the ESC controls to perform a braking operation on a left wheel of the vehicle, so that the vehicle further turns left and travels along the desired traveling track of the vehicle.

Certainly, the vehicle may perform oversteer. The ESC may control to perform a braking operation on an outer wheel, and/or control the engine to reduce a rotational speed of the outer wheel. As shown in <FIG>, the ESC determines that the vehicle performs oversteer when turning left, and the ESC controls to perform a braking operation on a right wheel of the vehicle, to reduce a degree of turning left of the vehicle, so that the vehicle travels along the desired traveling track.

The ESC may adjust, by controlling a braking system and/or a power system, a longitudinal force in a vehicle forward direction and a lateral force in a vehicle steering direction that are applied to each wheel, and control the yaw velocity of the vehicle, to correct a traveling direction and a driving track of the vehicle.

In a vehicle steering process, the ESC adjusts a change of a traveling direction of the vehicle in a braking manner, and consequently, energy consumption is large, and the braking system of the vehicle is worn. In addition, the vehicle is adjusted only in a case of understeer and oversteer.

To resolve the foregoing problem, a suspension control method and a vehicle are provided, to reduce energy consumption and abrasion of a vehicle braking system caused by adjustment of a traveling direction of a vehicle in a vehicle steering process, and improve comfort and safety of the vehicle.

<FIG> is a schematic flowchart of a suspension control method according to an embodiment of this application.

A suspension is a general term of force transfer connection apparatuses between a vehicle frame of (or bearing a vehicle body) and a vehicle bridge (or wheels) that are of an automobile. The suspension is used to transfer a force and torque between the wheel and the vehicle frame, buffer an impact force transferred from an uneven road to the vehicle frame or the vehicle body, and reduce vibration caused by the impact force, to ensure that the vehicle can travel smoothly.

S310: Determine that the vehicle performs steering.

Vehicle steering means that a traveling direction of a vehicle changes, and the vehicle no longer travels along a longitudinal direction to which a vehicle head points. A vehicle speed includes a longitudinal vehicle speed in the longitudinal direction and a lateral vehicle speed in a lateral direction perpendicular to the longitudinal direction.

When a steering wheel angle of the vehicle is greater than a preset angle, it may be determined that the vehicle performs steering.

A value of the steering wheel angle of the vehicle is in a one-to-one correspondence with a value of a front wheel steering angle of the vehicle. When the front wheel steering angle of the vehicle is greater than a preset angle, it may also be determined that the vehicle performs steering.

In other words, that the vehicle performs steering may be determined based on information sent by a sensor used to measure a steering wheel angle, or that the vehicle performs steering may be determined based on information sent by a sensor used to measure a front wheel steering angle, or another in-vehicle sensor.

S320: Adjust a deformation parameter of the suspension in response to the determining of the steering, to adjust the traveling direction of the vehicle.

The suspension includes a spring and a shock absorber. The deformation parameter of the suspension includes damping of the shock absorber.

To be specific, the vehicle may use an active suspension or a semi-active suspension. The active suspension and the semi-active suspension are both controllable suspension systems. Deformation parameters of the semi-active suspension such as rigidity of a spring and damping of a shock absorber can be adjusted. Deformation parameters of the active suspension can be adjusted, and an action force can also be applied to a tire.

Preferably, the vehicle may use the semi-active suspension. Compared with adjusting the rigidity of the spring, adjusting the damping of the shock absorber is easier.

In a vehicle steering process, a change of the traveling direction of the vehicle may be adjusted by adjusting the deformation parameter of the suspension, to implement flexible control on the traveling direction of the vehicle. For details, refer to the description in <FIG>.

Adjusting the traveling direction of the vehicle may be understood as adjusting a yaw velocity of the vehicle, or may be understood as adjusting of a yaw acceleration of the vehicle.

The yaw velocity may also be referred to as a yaw rate, and is a derivative of an angle to time at which a vehicle rotates around an axis perpendicular to the ground.

The deformation parameter of the suspension can be adjusted based on a deviation between an actual yaw velocity and a desired yaw velocity.

Alternatively, an association relationship between a predicted yaw velocity of the vehicle and the deformation parameter of the suspension may be determined based on a status parameter of the vehicle. The deformation parameter of the suspension is adjusted, so that a deviation between the desired yaw velocity and the predicted yaw velocity of the vehicle is reduced.

Before S320, the association relationship between the predicted yaw velocity of the vehicle and the deformation parameter of the suspension may be determined. The status parameter of the vehicle may be measured, and the relationship between the predicted yaw velocity of the vehicle and the deformation parameter of the suspension is determined based on the status parameter of the vehicle. The status parameter of the vehicle may include a lateral acceleration, a centroid side slip angle, a front wheel steering angle corresponding to a steering wheel angle, a longitudinal vehicle speed, a sprung mass roll angle, a sprung mass roll angle velocity, and the like.

When the association relationship between the predicted yaw velocity of the vehicle and the deformation parameter of the suspension is determined, a mass of the vehicle, a rear wheelbase of the vehicle, a front wheelbase of the vehicle, moment of inertia of the vehicle during steering, and the like may be further obtained.

Before S320, the longitudinal vehicle speed and the steering wheel angle of the vehicle may be obtained. In this way, a desired yaw velocity in the traveling direction of the vehicle may be determined based on the vehicle speed and the steering wheel angle.

There is a one-to-one correspondence between the steering wheel angle of the vehicle and the front wheel steering angle of the vehicle. Alternatively, the longitudinal vehicle speed of the vehicle and the front wheel steering angle of the vehicle may be obtained, and the desired yaw velocity in the traveling direction of the vehicle is determined based on the longitudinal vehicle speed of the vehicle and the front wheel steering angle of the vehicle.

In S320, the deformation parameter of the vehicle suspension may be adjusted based on the association relationship between the predicted yaw velocity of the vehicle and the deformation parameter of the suspension, so that the deviation between the desired yaw velocity and the predicted yaw velocity of the vehicle is reduced. In other words, an association relationship between the deformation parameter of the suspension, and the deviation between the desired yaw velocity and the predicted yaw velocity of the vehicle may be determined based on the association relationship between the predicted yaw velocity of the vehicle and the deformation parameter of the suspension, so that the deformation parameter of the suspension may be adjusted to minimize the deviation. For example, the deformation parameter of the suspension is adjusted, so that the deviation between the desired yaw velocity and the predicted yaw velocity of the vehicle is less than a preset value.

Specifically, a suspension control system shown in <FIG> may be used to adjust the deformation parameter of the suspension.

<FIG> is a schematic diagram of a relationship between a load force of a tire and a maximum lateral force of the tire.

In a process in which the vehicle turns left, adjusting the deformation parameter of the suspension may be to increase or decrease damping of the shock absorber of the vehicle.

Before increasing the damping of the shock absorber of the vehicle, a spring in the suspension has a large deformation, and the vehicle has a large roll angle to the right. The mass center of the vehicle moves towards the right side of the vehicle because roll of the vehicle. A load force of a right wheel of the vehicle is larger, and a load force of a left wheel of the vehicle is smaller.

The damping of the shock absorber of the vehicle is increased, the deformation of the spring in the element in the suspension system and the vertical direction.

<FIG> is a schematic diagram of a structure of a suspension control system according to an embodiment of this application. The suspension control system is applicable to a vehicle that uses an independent suspension or a non-independent suspension and includes four tires.

For a vehicle using an independent suspension, deformation parameters of left and right suspensions of the front shaft may be the same, and deformation parameters of left and right suspensions of the rear shaft may be the same. Therefore, difficulty in determining a deformation parameter of the suspension can be reduced.

The suspension control system includes a vehicle body open-loop model, a tire side slip angle model, a suspension dynamic model, a desired yaw velocity model, a tire lateral force model, a yaw dynamic model and an MPC model.

In order to reduce a calculation amount of the suspension control system, a yaw-roll coupling dynamic model is simplified.

For lateral motion, a simplified vehicle body open-loop model does not need to perform iterative calculation. Open-loop prediction is performed based on a current vehicle status to obtain the lateral acceleration and a change trend of the centroid side slip angle, and the change trend is recorded in the form of a time sequence.

A simplified vehicle body open-loop model may be expressed as follows: <MAT> <MAT>.

αy is the lateral acceleration of the vehicle, and β is a function of time. The centroid side slip angle of the vehicle αy∞ is a steady-state value of the lateral acceleration determined based on a front wheel steering angle and the longitudinal vehicle speed, and β∞ is a steady-state value of the centroid side slip angle determined based on the front wheel steering angle and the longitudinal vehicle speed. ωay, ωβ, τay, and τβ are constants. In some embodiments, ωay = π , ωβ = <NUM>. 6π, τay = -<NUM>, τβ = -<NUM>, c<NUM>, and c<NUM> are obtained through calculation based on the steady-state value of the lateral acceleration αy∞ and a lateral acceleration αy<NUM> at a moment t=<NUM>, c<NUM> and c<NUM> are obtained through calculation based on the steady-state value of the centroid side slip angle β∞ and a centroid side slip angle β<NUM> at a moment t=<NUM>, and c<NUM>, c<NUM>, c<NUM>, and c<NUM> may be respectively represented as follows:.

In a process of adjusting shock absorber damping of a suspension by using the suspension control system provided in this embodiment of this application, in the relationship between the predicted yaw velocity r, and the shock absorber damping Cf of the front shaft suspension and the shock absorber damping Cr of the rear shaft suspension, the shock absorber damping Cf of the front shaft suspension and the shock absorber damping Cr of the rear shaft suspension are control values. That is, the predicted yaw velocity may be adjusted by adjusting Cf and Cr.

The desired yaw velocity model may be expressed as follows: <MAT>.

rdes is the desired yaw velocity, and r<NUM> may be expressed as follows: <MAT>.

m is a mass of the vehicle, vx is the longitudinal vehicle speed of the vehicle, δ is the front wheel steering angle of the vehicle, Kr is cornering stiffness of the tire connected to the rear shaft suspension, Kf is cornering stiffness of the tire connected to the front shaft suspension, and Kr and Kf are both preset values. The front wheel steering angle of the vehicle δ is determined by the steering wheel angle.

According to the invention, the MPC model is used to represent a deviation between the desired yaw velocity and the predicted yaw velocity. The MPC model can be expressed as follows: <MAT>.

r is the predicted yaw velocity of the vehicle, k and kc are constant coefficients, a value of k is usually <NUM><NUM>, a value of kc is usually <NUM>, rdes is the desired yaw velocity, and Cj is the shock absorber damping Cf of the front shaft suspension or the shock absorber damping Cr of the rear shaft suspension.

When the front shaft suspension and the rear shaft suspension are both semi-active suspensions, as Cj, Cj, and Cr can be optimized by the MPC model.

A value of the shock absorber damping Cj is adjusted and the deviation L between the desired yaw velocity and the predicted yaw velocity is minimized, so that a shock absorber damping Cj can be obtained to minimize the deviation L.

In an integral operation of the MPC model, a sprung mass roll angle acceleration ∅" can be determined by a roll dynamic model. The sprung mass roll angle acceleration ∅" is the derivative of the sprung mass roll angle velocity ∅', and may be understood as a change trend of the sprung mass roll angle velocity ∅'. The roll dynamic model is as follows: <MAT>.

Ixx is a roll moment of inertia of the vehicle, K∅ and K∅' are constant coefficients, and hs is a height difference between the mass center of the vehicle and a roll center (that is, a force arm of roll motion). The roll moment of inertia Ixx may be understood as moment of inertia of vehicle roll motion, that is, moment of inertia existing when the vehicle rotates around an axis in a longitudinal direction.

In an integral operation of the MPC model, a prediction time domain T may be, for example, <NUM> second (second, s), and a sampling time dt may be, for example, <NUM>. In this case, a quantity of prediction steps of the MPC module is <NUM>.

In order to make mechanical parameters of the suspension conform to an actual situation, the deformation parameter of the suspension should be constrained.

The shock absorber damping may be constrained. Generally, an adjustment range of a suspension damper is from <NUM> to <NUM>,<NUM> N·s/m (N•s/m). At the same time, a damping setup time of a common magneto-rheological shock absorber is approximately <NUM>. Therefore, damping output by a controller cannot change excessively. The shock absorber damping can be adjusted through incremental control. The incremental control of the shock absorber damping is to control a change process of the shock absorber damping, so that the increment of the shock absorber damping per unit time remains unchanged (or the decrement remains unchanged), and an abrupt change of a control value can be suppressed to some extent.

A stroke of the suspension is approximately about <NUM> and does not exceed <NUM>. The stroke of the suspension refers to a difference between a maximum value of a spring compression deformation and a maximum
The processing module <NUM> is configured to determine that a vehicle performs steering.

The adjustment module <NUM> is configured to adjust a deformation parameter of a suspension in response to the determining of the steering, to adjust a traveling direction of the vehicle.

Optionally, the processing module <NUM> is further configured to determine an association relationship between a predicted yaw velocity of the vehicle and the deformation parameter of the suspension based on a status parameter of the vehicle.

The deformation parameter of the suspension is adjusted so that a deviation between a desired yaw velocity and the predicted yaw velocity of the vehicle is reduced.

Optionally, the status parameter includes: a lateral acceleration, a centroid side slip angle, a front wheel steering angle corresponding to a steering wheel angle, a longitudinal vehicle speed, a sprung mass roll angle, and a sprung mass roll angle velocity.

Optionally, the processing module <NUM> is further configured to determine the desired yaw velocity based on the longitudinal vehicle speed and the steering wheel angle of the vehicle.

The suspension includes a shock absorber, and the deformation parameter of the suspension includes damping of the shock absorber.

<FIG> is a schematic diagram of a structure of a communications apparatus according to an embodiment of this application.

The communications apparatus <NUM> includes a memory <NUM> and a processor <NUM>.

The memory <NUM> is configured to store program instructions.

When the program instructions are executed in the processor <NUM>, the processor <NUM> is configured to:.

Optionally, the processor <NUM> is further configured to determine an association relationship between a predicted yaw velocity of the vehicle and the deformation parameter of the suspension based on a status parameter of the vehicle.

Optionally, the processor <NUM> is further configured to determine the desired yaw velocity based on the longitudinal vehicle speed and the steering wheel angle of the vehicle.

According to the invention, the suspension includes a shock absorber, and the deformation parameter of the suspension includes damping of the shock absorber.

An embodiment of this application further provides a vehicle, including a suspension and the foregoing suspension control apparatus.

According to an embodiment of this application, a computer program storage medium is further provided. The computer program storage medium has program instructions, and when the program instructions are executed, the foregoing method is performed.

According to an embodiment of this application, a chip system is further provided. The chip system includes at least one processor, and when program instructions are executed by the at least one processor, the foregoing method is performed.

In embodiments of this application, "at least one" means one or more, and "a plurality of" means two or more. A term "and/or" describes an association relationship between associated objects and indicates that three relationships may exist. For example, A and/or B may indicate the following three cases: Only A exists, both A and B exist, and only B exists, where A and B may be singular or plural. The character "/" generally indicates an "or" relationship between the associated objects. "At least one of the following" and a similar expression thereof indicate any combination of these items, including a single item or any combination of a plurality of items. For example, "at least one of a, b, and c" may represent a, b, c, a-b, a-c, b-c, or a-b-c, where a, b, and c may be singular or plural. value of a spring extension deformation, that is, a distance between a lowest point and a highest point of compression and extension deformations.

The suspension control system shown in <FIG> is used to adjust the shock absorber damping of the vehicle suspension when the vehicle performs steering, to adjust the load force of each tire of the vehicle, so as to adjust the lateral force of the tire, thereby adjusting the yaw velocity. In the suspension control system shown in <FIG>, a roll motion and a steering motion of a vehicle in a steering process are comprehensively considered, so that the steering of the vehicle is controlled more accurately, abrasion of a vehicle braking system caused by control of a traveling direction of the vehicle during the steering of the vehicle is reduced, and comfort and safety of the vehicle are improved.

The suspension control system shown in <FIG> is used to adjust the shock absorber damping of the suspension of the vehicle, and simulation is performed by using the CarMaker software. The shock absorber damping of the front shaft suspension and the shock absorber damping of the rear shaft suspension of the vehicle output by the MPC model is shown in <FIG>.

Based on an output of the MPC model shown in <FIG>, the shock absorber damping of the front shaft suspension and the shock absorber damping of the rear shaft suspension of the vehicle is adjusted. A change of an actual yaw velocity of the vehicle with time is shown by a curve corresponding to "controlled" in <FIG>. A curve corresponding to "not controlled" in <FIG> shows a change of an actual yaw velocity of the vehicle with time when the shock absorber damping of the suspension is not adjusted.

It can be learned from <FIG> and <FIG> that, according to the suspension control method provided in embodiments of this application, overshoot of the yaw velocity of the vehicle is suppressed to some extent at approximately <NUM> millisecond (ms) and <NUM>, so that driving comfort of the vehicle can be improved.

According to the suspension control method provided in embodiments of this application, transient control of the yaw velocity is implemented, and a response speed to the yaw velocity of the vehicle is high, so that the vehicle has high maneuverability and stability.

The suspension control method provided in embodiments of this application may be used together with a method for adjusting a traveling direction of a vehicle in a braking manner, to improve accurate control of a traveling direction of a vehicle.

<FIG> is a schematic diagram of a structure of a suspension control apparatus according to an embodiment of this application.

The suspension control apparatus <NUM> includes a processing module <NUM> and an adjustment module <NUM>.

The processing module <NUM> is configured to determine that a vehicle performs steering.

The deformation parameter of the suspension is adjusted so that a deviation between an expected yaw velocity and the predicted yaw velocity of the vehicle is reduced.

Optionally, the processing module <NUM> is further configured to determine the expected yaw velocity based on the longitudinal vehicle speed and the steering wheel angle of the vehicle.

Optionally, the processor <NUM> is further configured to determine the expected yaw velocity based on the longitudinal vehicle speed and the steering wheel angle of the vehicle.

In embodiments of this application, "at least one" means one or more, and "a plurality of" means two or more. A term "and/or" describes an association relationship between associated objects and indicates that three relationships may exist. For example, A and/or B may indicate the following three cases: Only A exists, both A and B exist, and only B exists, where A and B may be singular or plural. The character "/" generally indicates an "or" relationship between the associated objects. "At least one of the following" and a similar expression thereof indicate any combination of these items, including a single item or any combination of a plurality of items. For example, "at least one of a, b, and c" may represent a, b, c, a-b, a-c, b-c, or a-b-c, where a, b, and c may be singular or plural.

The execution sequences of the processes should be determined according to functions and internal logic of the processes, and should not be construed as any limitation on the implementation processes of embodiments of this application.

In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods may be implemented in another manner. For example, division into the units is merely logical function division and may be other division in actual implementation.

When the functions are implemented in the form of a software functional unit and sold or used as an independent product, the functions may be stored in a computer-readable storage medium. Based on such an understanding, the technical solutions of this application essentially, or the part contributing to the prior art, or some of the technical solutions may be implemented in a form of a software product. The computer software product is stored in a storage medium, and includes several instructions for instructing a computer device (which may be a personal computer, a server, or a network device) to perform all or some of the steps of the methods described in the embodiments of this application. The foregoing storage medium includes any medium that can store program code, such as a USB flash drive, a removable hard disk, a read-only memory (Read-Only Memory, ROM), a random access memory (Random Access Memory, RAM), a magnetic disk, or an optical disc.

Claim 1:
A suspension control method, for a suspension being applied to a vehicle and comprising a shock absorber, the method comprising:
determining (S310) that the vehicle performs steering; and
adjusting (S320) a deformation parameter of the suspension, by adjusting damping of the shock absorber, in response to the determining of the steering, to adjust a traveling direction of the vehicle,
characterized in that the method further comprises:
determining an association relationship between a predicted yaw velocity r of the vehicle and the deformation parameter of the suspension based on a status parameter of the vehicle, wherein
the deformation parameter of the suspension is adjusted so that a deviation L, modelled based on a difference between a desired yaw velocity rdes and the predicted yaw velocity r of the vehicle, is reduced,
wherein the deviation L is determined as: <MAT> wherein T is a prediction time domain, k and kc are constant coefficients, and Cj is a shock absorber damping of a front shaft suspension or a shock absorber damping of a rear shaft suspension.