Vehicle control method and vehicle

Abstract

The application provides a vehicle control method and a vehicle, and belongs to the technical field of vehicle control. The vehicle control method comprises the following steps: obtaining a traffic risk level of a road section in front of the vehicle and current state information of the vehicle, and the vehicle is provided with an active suspension; determining a target response strategy based on the traffic risk level and the current state information; and controlling the vehicle to execute the target response strategy, wherein the target response strategy comprises a height adjustment strategy of the active suspension. Thus, different traffic risk levels are divided according to the road conditions of the road section in front of the vehicle, and different target response strategies are provided in combination with the current state information of the vehicle, for example, direct traffic, traffic after height adjustment, or detouring in the case that there is still a risk of scratching after adjustment. Therefore, the vehicle intelligently and objectively controls the corresponding target response strategy based on different traffic risk levels and the current state of the vehicle, timely and effectively prevents scratching during vehicle driving, and improves vehicle safety.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more particularly to a vehicle control method and a vehicle. Background Technology

[0002] With the increasing number of vehicles on the road, driving scenarios are becoming more diverse and complex. Roof and chassis scrapes have become prominent issues affecting vehicle user experience and driving safety. When vehicles pass through ramps or sections of road with height restrictions, such as complex underground parking lots, the suitability of the vehicle's suspension height and ground clearance directly determines the vehicle's passability.

[0003] If the suspension height cannot be adjusted as needed and the ground clearance is insufficient, it can easily cause physical damage to the chassis skid plate, pipelines, suspension components, and other structures. This not only reduces the service life of parts but also affects vehicle driving stability, creating potential safety hazards. Traditional suspensions are mostly designed with a fixed height, making it difficult to adapt to complex and changing road conditions. Even some adjustable-height suspensions still rely on user experience for adjustments, resulting in slow response times.

[0004] Therefore, how to objectively, promptly and effectively prevent vehicle collisions during driving has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of the above problems, this application provides a vehicle control method and vehicle that overcomes or at least partially solves the above technical problems, and the technical solution is as follows: In a first aspect, this application provides a vehicle control method, comprising: The system obtains the traffic risk level of the road section ahead of the vehicle and the vehicle's current status information. The vehicle is equipped with active suspension. Based on the traffic risk level and the current status information, a target response strategy is determined, which includes the height adjustment strategy of the active suspension. Control the vehicle to execute the target response strategy.

[0006] In the above technical solution, different risk levels are assigned to the road conditions ahead of the vehicle, and different target response strategies are provided in combination with the vehicle's current status information. For example, the vehicle can pass directly, or it can pass after adjusting the vehicle height through active suspension, or it can detour if there is a risk of collision regardless of the adjustment. In this way, the vehicle is intelligently and objectively controlled to execute the corresponding target response strategy based on different risk levels, avoiding the differences in adjustment response due to different user experiences. This can effectively prevent collisions during vehicle operation and improve vehicle safety.

[0007] Optionally, in some possible implementations, obtaining the traffic risk level of the road segment ahead of the vehicle includes: Obtain road condition information for the section of road ahead where the vehicle is traveling; Based on the road condition information and the current status information, the traffic risk level of the road section ahead of the vehicle is determined.

[0008] The aforementioned technical solution provides a method for obtaining the traffic risk level when a vehicle first encounters a road segment ahead. Specifically, it acquires road condition information for the road segment ahead and combines this information with the vehicle's current status to determine the traffic risk level. This allows for an accurate and objective determination of the traffic risk level when the vehicle first encounters a road segment, taking into account both road and vehicle conditions. This facilitates intelligent and objective control of the vehicle to execute corresponding target response strategies based on different traffic risk levels, avoiding discrepancies in adjustment responses due to varying user experience. It also effectively prevents minor collisions during vehicle operation, improving driving safety.

[0009] Optionally, in some possible implementations, the road condition information includes: the height of the lowest point above the road segment ahead of the vehicle and the road slope below it; the current status information includes: the reference height of the vehicle body at the suspension zero position, the suspension adjustment height, and the sunroof status. This facilitates the accurate and objective determination of the traffic risk level by combining the road condition information and the current status information.

[0010] Based on the aforementioned road condition information and current status information, in this vehicle control method, determining the traffic risk level of the road segment ahead of the vehicle based on the road condition information and the current status information includes: If the road slope below the front is less than a preset slope threshold, and the height difference between the height of the lowest point above the front and the lowest adjustable top height of the vehicle is greater than a first preset height threshold, the traffic risk level is determined to be the first risk level. If the road slope below the front is less than a preset slope threshold, and the height difference between the height of the lowest point above the front and the lowest adjustable top height of the vehicle is between the first preset height threshold and the second preset height threshold, the traffic risk level is determined to be the second risk level, where the second preset height threshold is less than the first preset height threshold. If the road slope below the front is less than a preset slope threshold, and the height difference between the height of the lowest point above the front and the lowest adjustable top height of the vehicle is less than the second preset height threshold, or if the road slope below the front is equal to or greater than the preset slope threshold, the traffic risk level is determined to be the third risk level. The minimum adjustable roof height of the vehicle is determined based on the reference height of the vehicle body at the suspension zero position, the suspension adjustment height, and the sunroof status.

[0011] In the aforementioned technical solution, a comprehensive assessment of the traffic risks above and below the vehicle's front section of the road is conducted. Specifically, if the road slope is too steep, or the lowest point above the vehicle's roof is too close, a scrape risk is identified, and the traffic risk level is classified as Level 3. If the road slope is gentle and the distance between the lowest point above the vehicle's roof and the roof is moderate (i.e., there is room for adjustment), it is determined that the vehicle can be driven through after adjusting its height, and the traffic risk level is classified as Level 2. If the road slope is gentle and the distance between the lowest point above the vehicle's roof and the roof is also significant, it is determined that there is no scrape risk, and the vehicle can proceed directly, and the traffic risk level is classified as Level 1. This method of determining the traffic risk level facilitates intelligent and objective control of the vehicle to execute corresponding target response strategies based on different traffic risk levels. It avoids the differences in adjustment responses due to different user experiences, effectively prevents scrapes during vehicle operation, and improves vehicle safety.

[0012] Optionally, in some possible implementations, before determining the traffic risk level of the road segment ahead of the vehicle based on the road condition information and the current state information, the vehicle control method further includes: With the sunroof closed, the minimum adjustable roof height of the vehicle is obtained by subtracting the suspension adjustment height from the reference height of the vehicle body at the suspension zero position. Alternatively, with the sunroof open, the minimum adjustable roof height of the vehicle can be obtained by subtracting the suspension adjustment height from the reference height of the vehicle body at the suspension zero position and adding the current opening height of the sunroof.

[0013] In the above technical solution, the minimum adjustable roof height of the vehicle is determined based on whether the sunroof is closed or open. This allows for flexible application to both closed and open sunroof states, accurately determining the minimum adjustable roof height. Consequently, it facilitates accurate assessment of traffic risk levels for different sunroof states, enabling intelligent and objective control of the vehicle to execute corresponding target response strategies based on different traffic risk levels. This avoids differences in adjustment responses due to varying user experiences, effectively preventing scratches during vehicle operation and improving vehicle safety.

[0014] Optionally, in some possible implementations, obtaining the height of the lowest point above and in front of the road segment ahead of the vehicle includes: The system obtains the reference height of the vehicle body at the zero position of the suspension, the current height of the suspension, the straight-line distance measured by the on-board sensor to the lowest point above the front, and the installation angle of the on-board sensor. An additional height is determined based on the straight-line distance measured by the vehicle-mounted sensor at the lowest point at the front and the installation angle of the vehicle-mounted sensor; the additional height represents the vertical distance between the lowest point at the front and the installation plane of the vehicle-mounted sensor. The height of the lowest point at the front is obtained by summing the reference height of the vehicle body at the zero position of the suspension, the current height of the suspension, and the additional height.

[0015] In the aforementioned technical solution, when there is a height restriction on the road section ahead of the vehicle, the reference height of the vehicle body at the zero position of the suspension, the current height of the suspension, the straight-line distance measured by the on-board sensor to the lowest point above the front, and the installation angle of the on-board sensor can be obtained. The height of the lowest point above the front of the road section ahead can then be calculated, which facilitates the further determination of the traffic risk level. This allows for intelligent and objective control of the vehicle to execute corresponding target response strategies based on different traffic risk levels, avoiding differences in adjustment response due to different user experiences. This can effectively prevent scratches during vehicle operation and improve vehicle safety.

[0016] Optionally, in some possible implementations, the current state information includes: the reference height of the vehicle body at the suspension zero position, the suspension adjustment height, the wheelbase between the front and rear axles of the vehicle, and the ground clearance of the vehicle chassis; The step of determining the traffic risk level of the road segment ahead of the vehicle based on the road condition information and the current status information also includes: The height of the slope apex ahead of the vehicle is determined based on the wheelbase between the front and rear axles of the vehicle and the road slope below the front section of the road ahead of the vehicle. The minimum ground clearance of the vehicle chassis is obtained by subtracting the height of the slope peak in front of the vehicle and the suspension adjustment height from the ground clearance of the vehicle chassis. If the minimum ground clearance of the vehicle chassis is greater than a preset clearance threshold, the traffic risk level is determined to be the fourth risk level; the fourth risk level means that even when the suspension height is adjusted to the highest, the vehicle still has the risk of scraping against the apex of the slope in front of it.

[0017] In the above technical solution, the minimum ground clearance of the vehicle chassis can be determined based on the current status information of the vehicle, and the traffic risk level can be judged in combination with the preset clearance threshold. Specifically, when the minimum ground clearance of the vehicle chassis is greater than the preset clearance threshold, the traffic risk level is determined to be the fourth risk level. The judgment conditions of the fourth risk level and the third risk level can be redundant to each other, so as to realize the judgment of chassis scraping, thereby making it easier to avoid chassis scraping risk and improve vehicle safety.

[0018] Optionally, in some possible implementations, the traffic risk level includes at least a first risk level, which represents that the vehicle will not scrape when passing through the road section ahead at the current speed; The determination of the target response strategy based on the traffic risk level and the current status information includes: Based on the traffic risk level being the first risk level, and the current vehicle speed in the current status information being less than or equal to the vehicle's maximum cruising speed, the target response strategy is determined to control the vehicle to cruise at a target speed, where the target speed is the current vehicle speed, or the target speed is less than or equal to the vehicle's maximum cruising speed.

[0019] In the above technical solution, when the traffic risk level is low, the vehicle can pass through the road section without collision regardless of its current status. At this time, the target response strategy is highly flexible, and the vehicle's speed and height can be controlled without restriction based on user needs, thereby flexibly meeting user needs while avoiding vehicle collisions.

[0020] Optionally, in some possible implementations, the traffic risk level may also include a second risk level, which represents that the vehicle will scrape the road ahead at its current speed but can still pass. The determination of the target response strategy based on the traffic risk level and the current status information includes: Based on the fact that the traffic risk level is the second risk level, and the suspension height and / or sunroof status in the current status information are adjustable, the target response strategy is determined to be to lower the suspension height and / or close the sunroof.

[0021] In the above technical solutions, when the traffic risk level is medium, the vehicle height needs to be adjusted to avoid collisions. At this time, the flexibility of the target response strategy is relatively low. Specifically, the vehicle speed can be reduced, and the overall vehicle height can be lowered by lowering the suspension height and / or closing the sunroof, or the vehicle chassis can be raised by raising the suspension height, so as to avoid collisions in a timely and effective manner and improve driving safety.

[0022] Optionally, in some possible implementations, the traffic risk level may further include a third risk level, which represents that even when the vehicle's suspension height is lowered to its lowest position and the sunroof is closed, there is still a risk of the vehicle's roof scraping; and / or, the traffic risk level may further include a fourth risk level, which represents that even when the vehicle's suspension height is raised to its highest position, there is still a risk of the vehicle's chassis scraping. The determination of the target response strategy based on the traffic risk level and the current status information includes: Based on the traffic risk level being the third risk level, and the suspension height being the lowest and the sunroof being closed in the current status information, and / or based on the traffic risk level being the fourth risk level, and the suspension height being the highest in the current status information, the target response strategy is determined to be detour or stop cruise control.

[0023] In the above technical solution, when the traffic risk level is high, there is still a risk of collision regardless of how the vehicle status is adjusted. At this time, the flexibility of the target response strategy is the lowest. The user can be reminded to try to pass at low speed or take an alternate route to avoid collision.

[0024] Optionally, in some possible implementations, after determining the target response strategy based on the traffic risk level and the current state information, the vehicle control method further includes: Based on the aforementioned risk level, generate reasons associated with the target response strategy; The user is prompted to control the vehicle to execute the target response strategy and the associated reasons.

[0025] In the above technical solution, after determining the target response strategy, the reason for responding to the road section ahead can be explained to the user through, for example, a human-machine interface (HMI), so that the user can understand the vehicle dynamics in a timely manner and take over the vehicle in some scenarios to ensure driving safety.

[0026] Optionally, in some possible implementations, obtaining the traffic risk level of the road segment ahead of the vehicle includes: Obtain vehicle body height information, suspension height information, sunroof status information, and height information of the lowest point above the vehicle before it passes; The passage risk level is determined based on the height information of the lowest point in front of the vehicle, the suspension height information, the vehicle body height information, and the sunroof status information. If, with the suspension at its lowest setting and the sunroof closed, the vehicle still faces the risk of scraping the lowest point above it before passing, then the passing risk level is classified as the third risk level.

[0027] The above technical solution provides a specific method for determining whether there is a risk of scraping the top of the vehicle by combining the vehicle's body height information, suspension height information, sunroof status information, and the height information of the lowest point above the vehicle before it passes through (i.e., underground parking garage height information). The method is simple and easy to implement.

[0028] Optionally, in some possible implementations, obtaining the traffic risk level of the road segment ahead of the vehicle further includes: Obtain information on the wheelbase between the front and rear axles of the vehicle, the slope of the road ahead of the vehicle, the ground clearance of the vehicle chassis, and the suspension height. Based on the wheelbase information between the front and rear axles of the vehicle and the slope information in front of the vehicle, the height of the slope apex in front of the vehicle is determined. The passage risk level is determined based on the height of the slope apex ahead of the vehicle, the ground clearance of the vehicle chassis, and the suspension height. If, even with the suspension height at its highest setting, the vehicle still faces the risk of scraping against the apex of the slope ahead, then the risk level is classified as the third risk level.

[0029] The above technical solution provides a specific method for determining whether there is a risk of scraping the vehicle chassis by combining the vehicle's body height information, suspension height information, sunroof status information, and the height information of the lowest point above the vehicle before it passes through (i.e., underground parking garage height information). The method is simple and easy to implement.

[0030] Optionally, in some possible implementations, after obtaining the traffic risk level of the road segment ahead of the vehicle, the vehicle control method further includes: The traffic risk level of the upcoming road segment is stored locally on the vehicle. And / or, send the traffic risk level of the road segment ahead to the navigation system.

[0031] In the above technical solution, the traffic risk level can also be stored locally on the vehicle or sent to the navigation system, so that the vehicle can directly obtain the traffic risk level when it is near this road section again, thereby avoiding the process of re-judging the risk of collision, which helps to improve the timeliness of vehicle traffic judgment and improve vehicle safety.

[0032] Optionally, in some possible implementations, after obtaining the traffic risk level of the road segment ahead of the vehicle, the vehicle control method further includes: The road segments with a risk level of third risk level and / or fourth risk level are stored locally on the vehicle or sent to the navigation system. The third risk level and / or fourth risk level represent that there is a risk of collision and the road is impassable.

[0033] In the above technical solution, the third and / or fourth risk levels are high-risk levels, which can be stored locally or sent to the navigation system so that vehicles can directly detour when they are near this road segment again, or remind other vehicles of the same type to detour, thereby improving the timeliness of response.

[0034] Optionally, in some possible implementations, obtaining the traffic risk level of the road segment ahead of the vehicle further includes: Obtain the previously saved risk level of this vehicle for the road section ahead; Alternatively, obtain the traffic risk level of other vehicles of the same model as indicated in the navigation for the road segment ahead.

[0035] In the aforementioned technical solution, by detecting the route height of different vehicles of the same model in a parking lot, the risk of collisions on different road segments is classified. Parking lots or road segments with high risk levels are not recommended on the navigation system and are pushed to all vehicles of that type. Thus, vehicles can obtain the traffic risk levels marked by other vehicles of the same model, improving response timeliness. Alternatively, in automatic parking scenarios, by remembering the garage route height during parking mapping, the risk of collisions on different road segments is classified. Different target response strategies for collisions to the chassis and roof are adopted for roads with different traffic risk levels, effectively avoiding potential collisions during parking and improving driving safety in a timely and effective manner.

[0036] Secondly, this application also provides a vehicle control device, comprising: The information acquisition module is configured to acquire the traffic risk level of the road section ahead of the vehicle and the current status information of the vehicle; the vehicle is equipped with active suspension. The strategy determination module is configured to determine a target response strategy based on the traffic risk level and the current status information; the target response strategy includes the height adjustment strategy of the active suspension; The vehicle control module is configured to control the vehicle to execute the target response strategy.

[0037] Optionally, in some possible implementations, the information acquisition module is configured to acquire the traffic risk level of the road segment ahead of the vehicle, specifically including: acquiring road condition information of the road segment ahead of the vehicle; and determining the traffic risk level of the road segment ahead of the vehicle based on the road condition information and the current status information.

[0038] Optionally, in some possible implementations, the road condition information includes: the height of the lowest point above the vehicle on the road segment ahead and the road slope below it; the current status information includes: the reference height of the vehicle body at the suspension zero position, the suspension adjustment height, and the sunroof status; the information acquisition module is configured to determine the passage risk level of the road segment ahead based on the road condition information and the current status information, specifically including: if the road slope below the vehicle is less than a preset slope threshold, and the height difference between the height of the lowest point above the vehicle and the lowest adjustable top height of the vehicle is greater than a first preset height threshold, then the passage risk level is determined to be a first risk level; if the road slope below the vehicle is less than the preset slope threshold, and the height difference between ... If the height difference between the height of the lowest point and the adjustable minimum height of the vehicle's top is between the first preset height threshold and the second preset height threshold, the traffic risk level is determined to be the second risk level, where the second preset height threshold is less than the first preset height threshold. If the road slope below the front is less than a preset slope threshold, and the height difference between the height of the lowest point above the front and the adjustable minimum height of the vehicle's top is less than the second preset height threshold, or if the road slope below the front is equal to or greater than a preset slope threshold, the traffic risk level is determined to be the third risk level. The adjustable minimum height of the vehicle's top is determined based on the reference height of the vehicle body at suspension zero position, the suspension adjustment height, and the sunroof status.

[0039] Optionally, in some possible implementations, the information acquisition module is further configured to: determine the minimum adjustable roof height of the vehicle before determining the traffic risk level of the road segment ahead of the vehicle based on the road condition information and the current status information. Specifically: when the sunroof is closed, the minimum adjustable roof height of the vehicle is obtained by subtracting the suspension adjustment height from the reference height of the vehicle body at the suspension zero position; or, when the sunroof is open, the minimum adjustable roof height of the vehicle is obtained by subtracting the suspension adjustment height from the reference height of the vehicle body at the suspension zero position and adding the current opening height of the sunroof.

[0040] Optionally, in some possible implementations, the information acquisition module is configured to acquire the height of the lowest point above the front of the road segment ahead of the vehicle, specifically including: acquiring the reference height of the vehicle body at the suspension zero position, the current suspension height, the straight-line distance measured by the on-board sensor to the height of the lowest point above the front, and the installation angle of the on-board sensor; determining an additional height based on the straight-line distance measured by the on-board sensor to the height of the lowest point above the front and the installation angle of the on-board sensor; the additional height representing the vertical distance between the lowest point above the front and the mounting plane of the on-board sensor; and summing the reference height of the vehicle body at the suspension zero position, the current suspension height, and the additional height to obtain the height of the lowest point above the front.

[0041] Optionally, in some possible implementations, the current state information includes: the reference height of the vehicle body at the suspension zero position, the suspension adjustment height, the wheelbase between the front and rear axles of the vehicle, and the ground clearance of the vehicle chassis; the information acquisition module is configured to determine the traffic risk level of the road segment ahead of the vehicle based on the road condition information and the current state information, and further includes: determining the height of the slope peak ahead of the vehicle based on the wheelbase between the front and rear axles of the vehicle and the road slope below the road segment ahead of the vehicle; subtracting the height of the slope peak ahead of the vehicle and the suspension adjustment height from the ground clearance of the vehicle chassis to obtain the minimum ground clearance of the vehicle chassis; if the minimum ground clearance of the vehicle chassis is greater than a preset clearance threshold, the traffic risk level is determined to be the fourth risk level; the fourth risk level represents that even when the suspension height is adjusted to the highest, the vehicle still has the risk of scraping the slope peak ahead of the vehicle.

[0042] Optionally, in some possible implementations, the traffic risk level includes at least a first risk level, which represents that the vehicle will not scrape when passing through the road segment ahead at the current speed; wherein, the strategy determination module is configured to determine a target response strategy based on the traffic risk level and the current state information, specifically including: based on the traffic risk level being the first risk level and the current speed in the current state information being less than or equal to the vehicle's maximum cruising speed, determining the target response strategy as controlling the vehicle to cruise at a target speed, where the target speed is the current speed, or the target speed is less than or equal to the vehicle's maximum cruising speed.

[0043] Optionally, in some possible implementations, the traffic risk level further includes a second risk level, which represents that the vehicle will scrape the road ahead at the current speed but can still pass; wherein, the strategy determination module is configured to determine a target response strategy based on the traffic risk level and the current state information, specifically including: based on the traffic risk level being the second risk level, and the suspension height and / or sunroof status being adjustable in the current state information, determining the target response strategy as lowering the suspension height and / or closing the sunroof.

[0044] Optionally, in some possible implementations, the traffic risk level may further include a third risk level, which represents that even when the vehicle's suspension height is lowered to its minimum and the sunroof is closed, there is still a risk of scraping. The strategy determination module is configured to determine a target response strategy based on the traffic risk level and the current state information, specifically including: based on the traffic risk level being the third risk level, and the current state information showing the suspension height at its minimum and the sunroof closed, determining the target response strategy as detouring or stopping cruise control.

[0045] Optionally, in some possible implementations, the vehicle control device further includes: a cause prompting module, configured to determine a target response strategy based on the traffic risk level and the current status information, and then generate a cause associated with the target response strategy based on the traffic risk level; prompting the user to control the vehicle to execute the target response strategy and the associated cause.

[0046] Optionally, in some possible implementations, the information acquisition module is configured to acquire the traffic risk level of the road segment ahead of the vehicle, specifically including: acquiring the vehicle's body height information, suspension height information, sunroof status information, and the height information of the lowest point above the vehicle before it passes; determining the traffic risk level based on the height information of the lowest point above the vehicle before it passes, the suspension height information, the body height information, and the sunroof status information; wherein, if the vehicle still faces the risk of scraping the lowest point above the vehicle before it passes when the suspension height is at its lowest and the sunroof is closed, then the traffic risk level is the third risk level.

[0047] Optionally, in some possible implementations, the information acquisition module is configured to acquire the traffic risk level of the road segment ahead of the vehicle, specifically including: acquiring the wheelbase information between the front and rear axles of the vehicle, the slope information ahead of the vehicle, the ground clearance information of the vehicle chassis, and the suspension height information; determining the height of the slope apex ahead of the vehicle based on the wheelbase information between the front and rear axles and the slope information ahead of the vehicle; determining the traffic risk level based on the slope apex height ahead of the vehicle, the ground clearance information of the vehicle chassis, and the suspension height information; wherein, if the vehicle still faces the risk of scraping the slope apex ahead of the vehicle even when the suspension height is at its highest, then the traffic risk level is the third risk level.

[0048] Optionally, in some possible implementations, the vehicle control device further includes: a memory and broadcast module, configured to, after acquiring the traffic risk level of the road segment ahead of the vehicle, store the traffic risk level of the road segment ahead locally in the vehicle; and / or, send the traffic risk level of the road segment ahead to the navigation system.

[0049] Optionally, in some possible implementations, the vehicle control device further includes a memory and broadcast module configured to store road segments with a traffic risk level of third risk level and / or fourth risk level locally in the vehicle or send them to the navigation system, wherein the third risk level and the fourth risk level represent the presence of a risk of collision and impassability.

[0050] Optionally, in some possible implementations, the information acquisition module is configured to acquire the traffic risk level of the road segment ahead of the vehicle, specifically including: acquiring the traffic risk level of the vehicle previously saved for the road segment ahead; or, acquiring the traffic risk level of other vehicles of the same model marked in the navigation for the road segment ahead.

[0051] Thirdly, this application provides a vehicle including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the steps of any of the vehicle control methods provided in the first aspect.

[0052] Fourthly, this application provides a computer-readable storage medium storing a computer program that, when executed, implements the steps of any of the vehicle control methods provided in the first aspect.

[0053] Fifthly, this application provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement the steps in any of the vehicle control methods provided in the first aspect.

[0054] The technical solution provided in this application has the following advantages compared with the prior art: The vehicle control method and vehicle provided in this application include: acquiring the traffic risk level of the road segment ahead of the vehicle and the current state information of the vehicle, wherein the vehicle is equipped with an active suspension; determining a target response strategy based on the traffic risk level and the current state information, the target response strategy including a height adjustment strategy of the active suspension; and controlling the vehicle to execute the target response strategy. Therefore, this application intelligently and objectively controls the vehicle to execute corresponding target response strategies based on different traffic risk levels by classifying the road conditions ahead of the vehicle into different traffic risk levels and providing different target response strategies in conjunction with the vehicle's current state information. For example, it may suggest direct passage, passage after adjusting the vehicle height, or detouring if there is a risk of collision regardless of the adjustment. This avoids the differences in adjustment response due to different user experiences, effectively and promptly prevents collisions during vehicle operation, and improves vehicle safety.

[0055] The above description is merely an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0056] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0057] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0058] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the embodiments listed below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic flowchart of a vehicle control method provided in an embodiment of this application is shown; Figure 2 This application provides a schematic diagram of the structure of a vehicle according to an embodiment. Figure 3 This illustration shows a schematic diagram of a principle for obtaining suspension height information in a vehicle according to an embodiment of this application; Figure 4 A schematic diagram illustrating an application scenario of a vehicle control method provided in an embodiment of the application is shown; Figure 5 A schematic diagram illustrating an application scenario of another vehicle control method provided in an embodiment of this application is shown; Figure 6 This paper shows a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 7 A schematic diagram of another vehicle structure provided in an embodiment of this application is shown. Detailed Implementation

[0059] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0060] With the increasing number of vehicles on the road, driving scenarios are becoming more diverse and complex. Roof and chassis scrapes have become prominent issues affecting vehicle user experience and driving safety. For example, when a vehicle is traversing ramps or sections of road with height restrictions, such as in complex underground parking lots, the suitability of the suspension height and ground clearance directly determines the vehicle's passability.

[0061] If the suspension height cannot be adjusted as needed and the ground clearance is insufficient, it can easily cause physical damage to the chassis skid plate, pipelines, suspension components, and other structures. This not only reduces the service life of parts but also affects vehicle driving stability, creating potential safety hazards. Traditional suspensions are mostly designed with a fixed height, making it difficult to adapt to complex and changing road conditions. Even some adjustable-height suspensions still rely on user experience for adjustments, resulting in slow response times.

[0062] Therefore, how to objectively, promptly and effectively prevent vehicle collisions during driving has become a technical problem that urgently needs to be solved by those skilled in the art.

[0063] To solve or at least partially solve the above problems, this application provides a vehicle control method that can be applied to vehicles equipped with active suspension (e.g., air suspension system). The vehicle control method can be executed by a vehicle control device, which can be an on-board controller, such as the controller of an on-board intelligent driving system.

[0064] An air suspension system is a height-adjustable suspension system. The suspension system is the collective term for all force-transmitting connections between the vehicle's frame and axles (or wheels). The basic components of a suspension system may include elastic elements (such as various types of springs, primarily for cushioning), damping elements (such as shock absorbers, primarily for damping), guiding mechanisms (such as control arms, primarily for force transmission), and lateral stabilizers (such as anti-roll bars, primarily for reducing excessive body roll).

[0065] An air suspension system mainly consists of variable-damping shock absorbers, air springs filled with compressed air, a series of sensors, electronic control units, actuators, an air compressor, and a series of control valves. The air suspension system collects and processes various signals from the sensors, and then issues commands to the actuators based on the processed signals to control the suspension's state. The system control unit of the air suspension system contains the software for adjusting the suspension and shock absorbers. In addition, sensors responsible for recording the vehicle's acceleration in the height direction, the longitudinal axis (sway motion), and the lateral axis (pitch motion) deflection rate are integrated into this control unit. The working principle of this control unit is as follows: the air suspension system selects the suspension height according to the current vehicle speed and driving mode, ensuring a safe, reliable, and comfortable environment. For example, when the driver selects off-road mode, the suspension height is adjusted to the highest level, increasing it by 70-90 mm compared to the standard height; conversely, when the driver selects high-speed sport mode, the suspension height is adjusted to the lowest level to ensure driving safety, decreasing it by 50-70 mm compared to the standard height. Meanwhile, the system control unit also monitors the vehicle height in real time using height sensors. When the vehicle height changes, it automatically inflates or deflates the air springs according to a certain algorithm, thereby maintaining the vehicle at a comfortable height and ensuring the air springs are in optimal working condition. The air springs extend and retract differently during vehicle raising and lowering, as detailed below.

[0066] The process of raising the vehicle body corresponds to the extension of the suspension. Specifically, when the number of passengers or the load increases, the vehicle height decreases. The control unit detects this decrease in vehicle height through sensors, opens the lift valve, and compressed air enters the air springs through a solenoid valve. As the air spring pressure rises, the vehicle body also rises. During the inflation process, the control unit monitors the height in real time. When the height returns to the set value, the solenoid valve closes. At this point, the height control valve is in a balanced state, thus ensuring that the vehicle height is maintained at a certain set value.

[0067] The process of lowering the vehicle body corresponds to suspension compression. Specifically, when the number of passengers or the load decreases, the vehicle height increases. The control unit detects this increase through sensors and opens the lowering valve. Air in the air springs is released through a solenoid valve. As the air spring pressure decreases, the vehicle body also lowers. During the deflation process, the control unit monitors the height in real time. When the height returns to the set value, the solenoid valve closes. At this point, the height control valve is in a balanced state to ensure that the vehicle height is maintained at a certain set value.

[0068] In summary, an air suspension system can adjust the suspension height in real time based on driving mode selection, vehicle speed changes, vehicle posture, and vehicle acceleration information to ensure driving safety and comfort. In other words, in vehicles equipped with air suspension systems, the vehicle suspension and vehicle height are dynamically changing values ​​within a controllable and effective range.

[0069] Intelligent driving systems refer to vehicles that assist drivers in controlling the vehicle through onboard sensors, controllers, actuators (such as suspension systems), and communication modules. Currently, more and more vehicles equipped with intelligent driving systems are entering the consumer market, and their adoption rate is increasing, providing a hardware foundation for the optimization scheme proposed in this embodiment.

[0070] Currently, the multi-sensor fusion schemes used in intelligent driving systems primarily aim to leverage the strengths and mitigate the weaknesses of different types of sensors through redundancy design, thereby improving the overall vehicle safety. For example, visible light cameras, due to their advantages such as the ability to identify multiple targets, ease of installation, and relatively low cost, coupled with the rapid development of visual algorithms, are often deployed in vehicles with more than ten cameras at the front, rear, left, and right to serve various functional scenarios. Simultaneously, millimeter-wave radars are also installed within the front and rear bumpers, offering strong capabilities for identifying moving targets.

[0071] The main functions of sensors in intelligent driving systems can be broadly divided into two levels: one level is target identification, such as including but not limited to identifying obstacles in the driving area. Typical examples include ultrasonic radar (e.g., reversing radar alarm) and forward-facing cameras (e.g., to realize collision warning alarm function). The other level is outputting target characteristics, such as including but not limited to the size and height of the target, the distance and speed relative to the vehicle, etc. Typical examples include lidar and forward-facing cameras, which can output the relative distance and relative speed of the vehicle in front.

[0072] In vehicles equipped with intelligent driving systems, multiple sensors of the intelligent driving system are used to collect environmental information around the vehicle, such as information about the environment in front of the vehicle, thereby enabling related driving assistance functions.

[0073] For example, the camera and inertial navigation unit of the sensors configured in the intelligent driving system can work together to determine whether the vehicle has entered a parking lot. For example, the camera identifies the parking lot scene and the parking space P marker, and the inertial navigation system assists in determining whether the vehicle has entered the parking lot through positioning and satellite cancellation. That is, the conditions for determining whether a vehicle has entered a parking lot may include: the camera sensing the parking lot scene markers and / or high-precision positioning and satellite cancellation.

[0074] The technical solutions provided in this application can also be combined with memory parking applications.

[0075] Memory parking refers to the ability of a user to learn a route when parking in an indoor parking lot. After the vehicle completes its initial mapping and learning, the user can activate the memory parking function when entering the same parking lot again, and the vehicle can automatically cruise to the user's selected parking space and complete the parking process automatically.

[0076] The core steps of memory parking mainly include: Step 1, map creation. Relying on powerful algorithm learning capabilities, the system can build a map in real time through scene recognition, and route learning supports 3km. The built map will autonomously plan the shortest route, supporting cruise to the target parking space; Step 2, memory parking. Within the memory parking lot, the vehicle can perform operations such as straight-line cruise, cross-level, left and right turns, passing other vehicles, queuing and following other vehicles, obstacle avoidance and obstacle braking, adapting to all scenarios, providing a more intelligent experience, and meeting users' parking needs. At the same time, memory parking also allows users to switch target parking spaces before the cruise endpoint, and also supports navigation mode to guide users to drive to the target parking space; in some scenarios, if the target parking space is occupied, it can automatically recommend nearby empty parking spaces and automatically plan a trajectory to park in the new target parking space after the user selects one.

[0077] The technical solutions provided in this application can be applied to complex underground parking lot scenarios.

[0078] Complex underground parking lots refer to underground garages with relevant height restriction signs at the entrance, a certain slope on the downhill section, a large number of parking spaces after entering the garage (e.g., more than 10 parking spaces), and exhaust pipes, ventilation equipment, or fire-fighting facilities above the garage. High-precision positioning and satellite imagery can also be used to comprehensively judge the underground garage scenario, but this is not limited here.

[0079] In some application scenarios, when the vehicle is relatively high (including the height after the suspension is raised and / or the overall height after the sunroof is opened), and the underground parking garage is relatively low (including the pipes on the top of the garage), users cannot accurately judge whether it is passable based on experience. In this case, whether the user drives themselves or uses the memory parking cruise control, there is a risk of scraping during the parking process. At the same time, when entering the underground parking garage, the air suspension in a lower setting may scrape the chassis, causing vehicle damage.

[0080] To address this, the technical solution provided in this application obtains the traffic risk level of the route road conditions and executes different target response strategies for different traffic risk levels. For example, it can adjust the height of the active suspension in a timely and effective manner to prevent scratches during driving. Optionally, it can also recommend or avoid parking in this underground parking garage, thereby effectively reminding other vehicles of the same type.

[0081] The vehicle control method provided in this application includes: acquiring the traffic risk level of the road segment ahead of the vehicle and the vehicle's current state information; determining a target response strategy based on the traffic risk level and the current state information, the target response strategy including an active suspension height adjustment strategy; and controlling the vehicle to execute the target response strategy. Therefore, this application intelligently and objectively controls the vehicle to execute corresponding target response strategies based on different traffic risk levels by classifying the road conditions ahead of the vehicle and providing different target response strategies in conjunction with the vehicle's current state information. For example, it allows for direct passage, passage after adjusting the suspension height, or detouring if there is a risk of collision regardless of the adjustment. This avoids the differences in adjustment responses due to different user experiences, effectively and promptly preventing collisions during vehicle operation and improving vehicle safety.

[0082] The vehicle control method and vehicle provided in the embodiments of this application will be described exemplarily below with reference to the accompanying drawings.

[0083] For example, Figure 1 A schematic flowchart of a vehicle control method provided in an embodiment of this application is shown. (Reference) Figure 1 The vehicle control method may include the following steps.

[0084] S11. Obtain the traffic risk level of the road section ahead of the vehicle and the vehicle's current status information.

[0085] In this embodiment, the traffic risk level of the road segment ahead is used to characterize whether there is a risk of collision when the vehicle passes through the road segment ahead. For example, the traffic risk level may include a first risk level, a second risk level, and a third risk level, and may have a redundant fourth risk level; the first risk level is a low risk level, meaning the vehicle passes through the road segment ahead without collision; the second risk level is a medium risk level, meaning the vehicle can pass through the road segment ahead without collision after adjusting its height; the third and fourth risk levels are high risk levels, meaning there is a risk of collision regardless of the vehicle's height adjustment. In other embodiments, the traffic risk level may also be divided into other different types of risk levels, which are not limited here.

[0086] In this step, obtaining the traffic risk level of the road segment ahead of the vehicle may include: when the vehicle first encounters the road segment, the vehicle's own controller determines the traffic risk level, or obtains the traffic risk level uploaded by other vehicles of the same type; or, obtaining the traffic risk level of the road segment ahead of the vehicle may include: when the vehicle encounters the road segment before, obtaining the traffic risk level it remembers, or obtaining the traffic risk level it uploaded, which is not limited here.

[0087] In this embodiment, the current status information of the vehicle may include status information that affects the total height and chassis height of the vehicle, such as current vehicle speed, vehicle height, suspension height, and sunroof status, which are not limited here.

[0088] In this step, the vehicle's current status information can be collected based on the sensors on the vehicle and transmitted to the vehicle control device; correspondingly, the vehicle control device obtains the transmitted current status information.

[0089] S12. Based on the risk level and current status information, determine the target response strategy.

[0090] In this embodiment, the target response strategy differs depending on the level of traffic risk and the current status information. For vehicles equipped with active suspension, the target response strategy includes an active suspension height adjustment strategy; for example, when there is a risk of roof scraping, the height of the active suspension can be lowered to reduce the overall height of the vehicle; or, when there is a risk of chassis scraping, the height of the active suspension can be raised to increase the vehicle chassis height.

[0091] For example, when the traffic risk level is low, the vehicle can pass through the road ahead without scraping, regardless of its current state. In this case, the response strategy is highly flexible, allowing control over vehicle speed and height based on user needs. When the traffic risk level is medium, the vehicle height needs adjustment to avoid scraping. In this case, the response strategy is less flexible; for example, the vehicle speed could be reduced, the overall vehicle height lowered, or the chassis raised to avoid scraping. When the traffic risk level is high, there is a risk of scraping regardless of vehicle adjustments. In this case, the response strategy is least flexible, and the user can be advised to attempt passage at low speed or take an alternate route to avoid scraping.

[0092] S13, Control the vehicle to execute target response strategies.

[0093] In this embodiment, after determining the target response strategy for the vehicle facing the road segment ahead, the vehicle is controlled to execute the target response strategy to reduce the risk of collision and avoid collision in a timely and effective manner.

[0094] This application provides a vehicle control method, which includes: acquiring the traffic risk level of the road segment ahead of the vehicle and the vehicle's current state information; determining a target response strategy based on the traffic risk level and the current state information; and controlling the vehicle to execute the target response strategy. Therefore, this application intelligently and objectively controls the vehicle to execute corresponding target response strategies based on different traffic risk levels by classifying the road conditions ahead of the vehicle and providing different target response strategies in conjunction with the vehicle's current state information. For example, it may suggest direct passage, adjusting the vehicle height before passage, or detouring if there is a risk of collision regardless of the adjustment. This avoids the differences in adjustment responses due to different user experiences, effectively prevents collisions during vehicle operation, and improves vehicle safety.

[0095] In some possible implementations, the traffic risk level may include a first risk level, a second risk level, and a third risk level, and may also include a fourth risk level; for example, the first risk level is a low risk level, that is, the vehicle passes the road ahead without scraping; the second risk level is a medium risk level, that is, the vehicle can pass the road ahead without scraping after adjusting its height; the third and fourth risk levels are redundantly set, both being high risk levels, that is, the vehicle still has the risk of scraping no matter how it is adjusted. This article describes the corresponding target response strategies in conjunction with different traffic risk levels.

[0096] In some possible implementations, the traffic risk level includes at least a first risk level, which means that the vehicle will not scrape the road ahead at its current speed, i.e., no scraping will occur regardless of how the vehicle's status is adjusted. For example, taking a vehicle entering an underground parking garage as an example, the garage has a high ceiling, so even if the vehicle's suspension is adjusted to its highest setting, it will not scrape the roof of the vehicle; and / or, the underground parking garage has a gentle slope, so even if the vehicle's suspension is adjusted to its lowest setting, it will not scrape the vehicle's chassis.

[0097] Based on this, and taking into account the risk level and current status information, a target response strategy is determined, which may include: Based on the traffic risk level being the highest risk level, and the current vehicle speed in the current status information being less than or equal to the vehicle's maximum cruising speed, the target response strategy is determined to control the vehicle to cruise at the target speed.

[0098] The target speed is the current speed, meaning the vehicle can maintain a constant speed. This speed can be determined by the user or based on the settings for automatic parking; there is no limitation on this.

[0099] Alternatively, the target speed can be less than or equal to the vehicle's maximum cruising speed. In the case of automatic parking, the vehicle can cruise at the maximum speed to improve parking efficiency; or it can cruise at other target speeds to flexibly meet user needs.

[0100] In this embodiment of the application, when the traffic risk level is low, the vehicle can pass through the road section ahead without collision regardless of its current state. At this time, the target response strategy is highly flexible, and the vehicle's speed and height can be controlled without restriction based on user needs, thereby flexibly meeting user needs while avoiding vehicle collisions.

[0101] In some possible implementations, the traffic risk level also includes a second risk level, which represents a situation where the vehicle would likely scrape the road ahead at its current speed but can still pass. That is, the vehicle would scrape if it proceeded as it was, but could pass without scraping by adjusting its vehicle's position in advance. For example, if there is a risk of roof scraping, the suspension height can be lowered and / or the sunroof closed to reduce the vehicle's height; or, if there is a risk of chassis scraping, the suspension height can be raised to increase the chassis height.

[0102] Based on this, and considering the risk level and current status information, the target response strategy is determined, including: Based on the fact that the traffic risk level is level two and the suspension height and / or sunroof status in the current status information are adjustable, the target response strategy is to lower the suspension height and / or close the sunroof.

[0103] In this embodiment, the suspension height can be obtained by processing the height information collected by the vehicle height sensor in the air suspension system and then sending it to the vehicle control device. That is, the vehicle height sensor converts the vehicle height (the position of the vehicle suspension device) into an electrical signal and sends it to the controller of the suspension system. The controller processes the received electrical signal to obtain the suspension height change information and transmits it to the vehicle control device.

[0104] For example, Figure 2 This application provides a schematic diagram of the structure of a vehicle according to an embodiment. Figure 3 This illustration shows a schematic diagram illustrating the principle of acquiring suspension height information in a vehicle according to an embodiment of this application. (Reference) Figure 2 and Figure 3In the air suspension system 010 of the vehicle 01, a vehicle height sensor is installed on both the front and rear axles. Specifically, the vehicle height sensors in the air suspension system 010 may include a front axle height sensor 0101 and a rear axle height sensor 0102. One end of each sensor is connected to the vehicle frame, and the other end is mounted on the air suspension system. The air suspension system 010 collects the height information from the front axle height sensor 0101 and the rear axle height sensor 0102 in real time, processes it, and sends it to the vehicle control device within the intelligent driving system. Specifically, the front axle height sensor 0101 detects changes in the suspension height at the front axle position in real time, obtains first height information, and feeds it back to the air suspension system 010; the rear axle height sensor 0102 detects changes in the suspension height at the rear axle position in real time, obtains second height information, and feeds it back to the air suspension system 010. The height is used as a reference in normal driving mode; an increase is considered positive feedback, and a decrease is considered negative feedback.

[0105] The air suspension system 010 processes the first and second height information and outputs the height change of the vehicle reference point (e.g., the center point) to the vehicle control device of the intelligent driving system. The height in normal driving mode is used as a reference; raising the height is positive feedback, and lowering it is negative feedback.

[0106] Therefore, the vehicle control device can determine whether the suspension height is adjustable based on the current suspension height. For example, if the suspension is at its lowest height, it can only be raised and not lowered; if the suspension is at its highest height, it can only be lowered and not raised; if the suspension is not at its lowest or highest height, but at any height between the lowest and highest heights, the suspension height can be flexibly lowered or raised within a certain range, so as to adjust the vehicle height through suspension height adjustment.

[0107] For example, when the traffic risk level is medium, the vehicle height needs to be adjusted to avoid scratches, and the flexibility of the response strategy is relatively low at this time. Specifically, if there is a risk of scratching the vehicle roof, the vehicle speed can be reduced, the suspension height lowered, or the sunroof closed to lower the overall vehicle height; or, if there is a risk of scratching the vehicle chassis, the suspension height can be increased to raise the vehicle chassis and avoid scratches.

[0108] In this embodiment of the application, when the traffic risk level is medium risk, the vehicle height needs to be adjusted to avoid collisions. At this time, the flexibility of the target response strategy is low. Specifically, the vehicle speed can be reduced, the overall vehicle height can be lowered by lowering the suspension height and / or closing the sunroof, or the vehicle chassis can be raised by raising the suspension height to avoid collisions in a timely and effective manner and improve driving safety.

[0109] In some possible implementations, the traffic risk level also includes a third risk level, which represents a risk of scraping even when the vehicle's suspension height is lowered to its lowest position and the sunroof is closed; and / or, the traffic risk level also includes a fourth risk level, which represents a risk of chassis scraping even when the vehicle's suspension height is raised to its highest position. That is, regardless of the vehicle's position, a risk of scraping exists. For example, if there is a risk of roof scraping, even lowering the suspension height to its lowest position and closing the sunroof will not avoid the risk; or, if there is a risk of chassis scraping, even raising the suspension height to its highest position will not avoid the risk.

[0110] Based on this, and considering the risk level and current status information, the target response strategy is determined, including: Based on the traffic risk level being the third risk level, and the suspension height being at its lowest and the sunroof being closed in the current status information, and / or based on the traffic risk level being the fourth risk level, and the suspension height being at its highest in the current status information, the target response strategy is determined to be to detour or stop cruise control.

[0111] In this embodiment of the application, when the traffic risk level is high, there is a risk of collision regardless of how the vehicle is adjusted. At this time, the target response strategy has the lowest flexibility. Specifically, it can only detour to other road sections or stop automatic cruise control and prompt the driver to take over the vehicle so as to control the vehicle with the driver's rich driving experience, thereby avoiding collision as much as possible.

[0112] In this embodiment of the application, when the traffic risk level is high, there is a risk of collision regardless of how the vehicle status is adjusted. At this time, the flexibility of the target response strategy is the lowest, and the user can be reminded to try to pass through at low speed or take an detour to avoid collision.

[0113] In some possible implementations, after determining the target response strategy based on the traffic risk level and current status information, the vehicle control method further includes: Based on the risk level of passage, generate reasons related to the target response strategy; Prompt the user to control the vehicle to execute target response strategies and the associated reasons.

[0114] In this embodiment of the application, after determining the target response strategy, the reason for responding to the road section ahead can be explained to the user through, for example, a human-machine interface (HMI), so that the user can understand the vehicle dynamics in a timely manner and take over the vehicle in some scenarios to ensure driving safety.

[0115] In the above embodiments, the methods for obtaining the traffic risk level may include classifying different risk levels based on vehicle and road condition information and memorizing them in the scenario where the vehicle is facing the road segment for the first time; or, in the scenario where the vehicle is not facing the road segment for the first time, obtaining the previously memorized traffic risk level; or, regardless of whether the vehicle is facing the road segment for the first time, obtaining the traffic risk level uploaded by other vehicles of the same type, so as to understand the road conditions in a timely manner and improve the response speed.

[0116] For example, in a parking scenario, when a driver drives the vehicle into an underground parking garage, the vehicle's intelligent driving system can combine the vehicle's suspension height information and information from its own sensors (such as LiDAR and cameras, millimeter-wave radar, ultrasonic radar, and inertial navigation sensors) to detect and record the surrounding environment information of the vehicle's driving trajectory. This information may include slope information, suspension height information, and the height information from the sensors to the lowest point above the underground parking garage, thereby generating underground parking garage height information around the parking garage's memory path. After combining the height information and making a comprehensive judgment, the route is divided into different traffic risk levels.

[0117] In some possible implementations, obtaining the traffic risk level of the road segment ahead of the vehicle may specifically include the following steps.

[0118] Step 1: Obtain road condition information for the road section ahead of the vehicle.

[0119] In this embodiment, road condition information refers to information that affects whether a vehicle can pass. For example, in scenarios with height restrictions, road condition information may include the height of the lowest point in front and above; or, in scenarios with slopes, road condition information may include the road slope in front and below. This facilitates the accurate determination of the traffic risk level of the road segment ahead by combining road condition information and the vehicle's current status information.

[0120] Step two: Based on road condition information and current status information, determine the traffic risk level of the road section ahead of the vehicle.

[0121] In this embodiment, road condition information and current status information are combined to make a comprehensive judgment on the traffic risk of the road section ahead of the vehicle, and the route is divided into different traffic risk levels so as to execute corresponding target response strategies and improve safety.

[0122] In some possible implementations, road condition information may include: the height of the lowest point above the road segment ahead of the vehicle and the road slope below it; current status information may include: the reference height of the vehicle body at the suspension zero position, the suspension adjustment height, and the sunroof status.

[0123] Based on this, the risk level of the road section ahead of the vehicle is determined by road condition information and current status information, which may include the following steps.

[0124] If the road slope below is less than the preset slope threshold, and the height difference between the height of the lowest point above and the lowest adjustable top height of the vehicle is greater than the first preset height threshold, the traffic risk level is determined to be the first risk level. If the road slope below is less than the preset slope threshold, and the height difference between the height of the lowest point above and the lowest adjustable top height of the vehicle is between the first preset height threshold and the second preset height threshold, the traffic risk level is determined to be the second risk level, where the second preset height threshold is less than the first preset height threshold. If the road slope below is less than the preset slope threshold, and the height difference between the height of the lowest point above and the lowest adjustable top height of the vehicle is less than the second preset height threshold, or if the road slope below is equal to or greater than the preset slope threshold, the traffic risk level is determined to be the third risk level. Among them, the adjustable minimum roof height of the vehicle refers to the vehicle height when the suspension is adjusted to its lowest position. The adjustable minimum roof height of the vehicle is determined based on the reference height of the vehicle body at the zero position of the suspension, the suspension adjustment height, and the sunroof status.

[0125] Among them, the preset slope threshold is a threshold for measuring whether there is a risk of scraping the bottom of the vehicle; the first preset height threshold and the second preset height threshold are thresholds for measuring whether there is a risk of scraping the top of the vehicle. Here, two height thresholds are set according to different risk levels.

[0126] For example, the preset slope threshold can be 8%, the first preset height threshold can be 90mm, and the second preset height threshold can be 70mm. The height of the lowest point at the front can also be understood as the top height of the route, and the road slope at the front can be simply referred to as the slope. Therefore, the method for determining the traffic risk level can include: road sections with a top height greater than vehicle height + 90mm and a slope less than 8% are classified as low-risk; road sections with a top height greater than vehicle height + 70mm and less than vehicle height + 90mm and a slope less than 8% are classified as medium-risk; and road sections with a top height less than vehicle height + 70mm and a slope less than 8%, or a slope greater than 8%, are classified as high-risk. This achieves the classification of traffic risk levels by combining road conditions and vehicle conditions. It should be noted that the specific values ​​in this paragraph are only examples. In other embodiments, the numerical thresholds for distinguishing different traffic risk levels can also be set according to the needs of the vehicle control method, and are not limited here.

[0127] For example, when a user parks in the same parking lot again, the intelligent driving system will determine the current vehicle speed and whether a roof collision will occur based on the vehicle's current suspension height information, sunroof opening status information, parking lot height information from the previously memorized map, and the traffic risk level of the current road segment.

[0128] For example, if the road risk level is low, meaning there is no chance of a collision, the vehicle can cruise at a maximum speed of 15 km / h; if the road risk level is medium, meaning there is a chance of a collision but the vehicle can pass, the vehicle can lower its height in advance by adjusting the suspension and / or closing the sunroof, and the reason for the current operation will be explained to the user through the human-machine interface; if the road risk level is high, meaning there is still a risk of a collision even after lowering the suspension to the lowest level and closing the sunroof, the vehicle will detour or stop the memory parking cruise control and the reason will be prompted to the user through the human-machine interface.

[0129] In some application scenarios, after determining that the passage risk level is high, the vehicle control module can push this parking lot information to all vehicles with this configuration. As a result, other vehicles of the same type will no longer be recommended to navigate to this parking lot and will be informed that this parking lot is impassable, thus providing timely and effective reminders of the risk of collision.

[0130] In some possible implementations, the traffic risk level of the road segment ahead of the vehicle is obtained, including: Obtain vehicle body height information, suspension height information, sunroof status information, and the height information of the lowest point above the vehicle before it passes (i.e., underground parking garage height information); The risk level is determined based on the height information of the lowest point in front of the vehicle, the suspension height information, the vehicle body height information, and the sunroof status information. If, with the suspension at its lowest setting and the sunroof closed, the vehicle still faces the risk of scraping the lowest point above it before passing, then the risk level is classified as Level 3.

[0131] For example, Figure 4 A schematic diagram illustrating an application scenario of a vehicle control method provided in an embodiment of the application is shown. (Reference) Figure 4 Vehicle 01 is equipped with LiDAR 011. The installation height of LiDAR 011 at the air suspension 0 position is h1, the straight-line distance for height measurement by LiDAR 011 is L1, the installation angle of LiDAR 011 is θ, the air suspension adjustment height is h2, and the vehicle height at the air suspension 0 position is h3. Based on this, the underground parking garage height H can be calculated using the following formula: H = h1 + h2 + L1sinθ; Here, +h2 represents the air suspension adjusted to its highest setting.

[0132] Therefore, obtaining the height of the lowest point above and in front of the road segment ahead of the vehicle can include: The reference height of the vehicle body at the zero position of the suspension (i.e., h1), the current height of the suspension (i.e., h2), the straight-line distance measured by the on-board sensor to the lowest point above the front (i.e., L1), and the installation angle of the on-board sensor (i.e., θ) are obtained. Based on the straight-line distance measured by the vehicle-mounted sensor at the lowest point above the front and the installation angle of the vehicle-mounted sensor, the additional height (i.e., L1sinθ) is determined; the additional height represents the vertical distance between the lowest point above the front and the installation plane of the vehicle-mounted sensor. The height of the lowest point at the front is obtained by summing the reference height of the vehicle body at the zero position of the suspension, the current height of the suspension, and the additional height.

[0133] Therefore, methods for determining whether the roof of a vehicle has been scratched may include: When the sunroof is not open, determine whether the calculated result of H-h3-h2 is less than the first risk threshold (e.g., 5cm, 10cm, or 15cm). If the calculated result is less than the first risk threshold, there is a risk of scraping; if the calculated result is not less than the first risk threshold, there is no risk of scraping.

[0134] When the sunroof is open, the opening height of the sunroof also needs to be considered. For example, the opening height of the sunroof can be represented as h4. Then it is necessary to determine whether the calculation result of H-h3-h2-h4 is less than the first risk threshold. If the calculation result is less than the first risk threshold, there is a risk of scratch; if the calculation result is not less than the first risk threshold, there is no risk of scratch.

[0135] Therefore, before determining the traffic risk level of the road segment ahead based on road condition information and current status information, the vehicle control method may also include determining the minimum adjustable roof height of the vehicle, specifically: With the sunroof closed, the minimum adjustable roof height of the vehicle is obtained by subtracting the suspension adjustment height from the reference height of the vehicle body at the zero position of the suspension. Alternatively, with the sunroof open, subtract the suspension adjustment height from the reference height of the vehicle body at the suspension zero position, and add the current opening height of the sunroof to obtain the minimum adjustable roof height of the vehicle.

[0136] In other application scenarios, the above methods for determining the level of traffic risk can be adapted based on the characteristics of the scenario, and are not limited here.

[0137] This application provides a specific method for determining whether there is a risk of scraping the top of a vehicle by combining the vehicle's body height information, suspension height information, sunroof status information, and the height information of the lowest point above the vehicle before it passes through (i.e., underground parking garage height information). The method is simple and easy to implement.

[0138] In some possible implementations, the current status information may include: the reference height of the vehicle body at the suspension zero position, the suspension adjustment height, the wheelbase between the front and rear axles of the vehicle, and the ground clearance of the vehicle chassis.

[0139] Based on this, determining the traffic risk level of the road segment ahead of the vehicle, based on road condition information and current status information, also includes: The height of the slope apex ahead of the vehicle is determined based on the wheelbase between the front and rear axles and the road slope below the front section of the road ahead. The minimum ground clearance of the vehicle chassis is obtained by subtracting the height of the apex of the slope in front of the vehicle and the suspension adjustment height from the ground clearance of the vehicle chassis. If the minimum ground clearance of the vehicle chassis is greater than the preset clearance threshold, the traffic risk level is determined to be the fourth risk level. The fourth risk level means that even when the suspension height is adjusted to the highest, there is still a risk that the vehicle will scrape against the apex of the slope in front of it.

[0140] In this embodiment of the application, obtaining the traffic risk level of the road segment ahead of the vehicle may include: Obtain the wheelbase between the front and rear axles of the vehicle, the slope in front of the vehicle, the ground clearance of the vehicle chassis, and the suspension adjustment height; The height of the slope apex in front of the vehicle is determined based on the wheelbase between the front and rear axles and the slope in front of the vehicle. The risk level of passage is determined based on the height of the apex of the slope ahead of the vehicle, the ground clearance of the vehicle chassis, and the suspension adjustment height. If, even with the suspension height at its highest setting, the vehicle still faces the risk of scraping against the apex of the slope ahead, then the risk level is classified as Level 4.

[0141] For example, Figure 5 This diagram illustrates an application scenario of another vehicle control method provided in an embodiment of this application. (Reference) Figure 5 When vehicle 01 is suspended at 0 degrees, the ground clearance of the vehicle chassis is H3, the height of the slope's apex is H2, the slope of the underground parking garage is α, and the vehicle's wheelbase is L2. Based on this, the slope's fixed-point height can be calculated using the following formula: H2 = (L2 / 2) / tan[(180-α) / 2]; The method for determining whether a vehicle chassis has been scratched may include: determining whether the minimum ground clearance of the vehicle chassis, i.e., the calculated result of H3-h2-H2, is greater than a preset clearance threshold (e.g., 3cm or 5cm). If the calculated result is less than the preset clearance threshold, there is a risk of scratching; if the calculated result is not less than the preset clearance threshold, there is no scratching.

[0142] This application provides a specific method for determining whether there is a risk of scraping the vehicle chassis by combining the vehicle's body height information, suspension height information, sunroof status information, and the height information of the lowest point above the vehicle before it passes through (i.e., underground parking garage height information). The method is simple and easy to implement.

[0143] In some possible implementations, after obtaining the traffic risk level of the road segment ahead of the vehicle, the vehicle control method further includes: storing the traffic risk level of the road segment ahead locally in the vehicle; and / or sending the traffic risk level of the road segment ahead to the navigation system.

[0144] In this embodiment, the traffic risk level can be stored locally on the vehicle or sent to the navigation system so that the vehicle can directly obtain the traffic risk level when it is near this road segment again, thereby avoiding the process of re-judging the risk of collision, which helps to improve the timeliness of vehicle traffic judgment and improve vehicle safety.

[0145] In some possible implementations, road segments with a risk level of third and / or fourth risk can be stored locally on the vehicle or sent to the navigation system. The third and fourth risk levels represent road segments where there is a risk of collision and therefore they cannot be passed.

[0146] In this embodiment, the third and fourth risk levels are high-risk levels, which can be stored locally or sent to the navigation system so that vehicles can directly detour when they are near this road segment again, or remind other vehicles of the same type to detour, thereby improving the timeliness of response.

[0147] In the memory parking scenario, when the intelligent driving system reaches the end of the memory parking cruise and confirms that the passage risk level is the third risk level (e.g., the difference between the vehicle height and the underground parking height is small), and / or the fourth risk level (e.g., the gap between the vehicle chassis and the fixed point of the underground parking slope is small), and / or the target parking space is occupied, it plans the parking trajectory of the surrounding empty parking spaces.

[0148] In some possible implementations, obtaining the traffic risk level of the road segment ahead of the vehicle also includes: Obtain the vehicle's previously saved risk level for the road ahead; Alternatively, obtain the risk level of other vehicles of the same model as indicated in the navigation for the road ahead.

[0149] In this embodiment, by detecting the route height of different vehicles of the same model in a parking lot, the risk of collision is classified for different road segments. Parking lots or road segments with high risk levels are not recommended on the navigation system and are pushed to all vehicles of this type. Thus, vehicles can obtain the traffic risk level marked by other vehicles of the same model, improving response timeliness. Alternatively, in automatic parking scenarios, by remembering the garage route height during parking mapping, the risk of collision is classified for different road segments. Different target response strategies for collisions to the chassis and roof are adopted for roads with different traffic risk levels, thus avoiding potential collisions during parking and effectively improving driving safety.

[0150] Based on the same inventive concept, this application also provides a vehicle control device that can execute the steps of any of the vehicle control methods provided in the above embodiments, and has the corresponding technical effects. For details, please refer to the above text. It will not be described in detail below.

[0151] For example, Figure 6 A schematic diagram of the structure of a vehicle control device according to an embodiment of this application is shown. (Refer to...) Figure 6 The vehicle control device may include: an information acquisition module 21, configured to acquire the traffic risk level of the road segment ahead of the vehicle and the current status information of the vehicle; the vehicle is equipped with an active suspension; a strategy determination module 22, configured to determine a target response strategy based on the traffic risk level and the current status information; the target response strategy includes a height adjustment strategy of the active suspension; and a vehicle control module 23, configured to control the vehicle to execute the target response strategy.

[0152] The vehicle control device provided in this application divides the road conditions ahead of the vehicle into different traffic risk levels and provides different target response strategies based on the vehicle's current status information. For example, it can proceed directly, proceed after adjusting the vehicle height, or detour if there is a risk of collision regardless of the adjustment. In this way, the device intelligently and objectively controls the vehicle to execute the corresponding target response strategy based on different traffic risk levels, avoiding the differences in adjustment response due to different user experiences. This can effectively prevent collisions during vehicle operation and improve vehicle safety.

[0153] In some possible implementations, the information acquisition module is configured to acquire the traffic risk level of the road segment ahead of the vehicle, specifically including: acquiring road condition information of the road segment ahead of the vehicle; and determining the traffic risk level of the road segment ahead of the vehicle based on the road condition information and the current status information.

[0154] In some possible implementations, road condition information includes: the height of the lowest point above the vehicle on the road segment ahead and the road slope below the vehicle; current status information includes: the reference height of the vehicle body at suspension zero position, suspension adjustment height, and sunroof status; the information acquisition module is configured to determine the passage risk level of the road segment ahead based on the road condition information and current status information, specifically including: if the road slope below the vehicle is less than a preset slope threshold, and the height difference between the height of the lowest point above the vehicle and the lowest adjustable top height of the vehicle is greater than a first preset height threshold, the passage risk level is determined to be the first risk level; if the road slope below the vehicle is less than the preset slope threshold, and the height difference between the height of the lowest point above the vehicle and the lowest adjustable top height of the vehicle is greater than a first preset height threshold, the passage risk level is determined to be the first risk level; if the road slope below the vehicle is less than the preset slope threshold, and the height difference between the height of the lowest point above the vehicle and the lowest adjustable top height of the vehicle is greater than a first preset height threshold, the passage risk level is determined to be the first risk level; If the height difference between the vehicle's height and the adjustable minimum top height is between a first preset height threshold and a second preset height threshold, the traffic risk level is determined to be the second risk level, where the second preset height threshold is less than the first preset height threshold. If the road slope below the vehicle is less than a preset slope threshold, and the height difference between the height of the lowest point above the vehicle and the adjustable minimum top height is less than the second preset height threshold, or if the road slope below the vehicle is equal to or greater than a preset slope threshold, the traffic risk level is determined to be the third risk level. The adjustable minimum top height is determined based on the vehicle's reference height at suspension zero position, suspension adjustment height, and sunroof status.

[0155] In some possible implementations, the information acquisition module is further configured to: determine the minimum adjustable roof height of the vehicle before determining the traffic risk level of the road segment ahead of the vehicle based on road condition information and current status information. Specifically: when the sunroof is closed, the minimum adjustable roof height of the vehicle is obtained by subtracting the suspension adjustment height from the reference height of the vehicle body at the suspension zero position; or, when the sunroof is open, the minimum adjustable roof height of the vehicle is obtained by subtracting the suspension adjustment height from the reference height of the vehicle body at the suspension zero position and adding the current opening height of the sunroof.

[0156] In some possible implementations, the information acquisition module is configured to acquire the height of the lowest point above the front of the road segment ahead of the vehicle, specifically including: acquiring the reference height of the vehicle body at the suspension zero position, the current suspension height, the straight-line distance measured by the on-board sensor to the height of the lowest point above the front, and the installation angle of the on-board sensor; determining an additional height based on the straight-line distance measured by the on-board sensor to the height of the lowest point above the front and the installation angle of the on-board sensor; the additional height represents the vertical distance between the lowest point above the front and the mounting plane of the on-board sensor; and summing the reference height of the vehicle body at the suspension zero position, the current suspension height, and the additional height to obtain the height of the lowest point above the front.

[0157] In some possible implementations, the current state information includes: the reference height of the vehicle body at the suspension zero position, the suspension adjustment height, the wheelbase between the front and rear axles, and the vehicle chassis ground clearance. The information acquisition module is configured to determine the traffic risk level of the road segment ahead of the vehicle based on road condition information and current state information. Specifically, this includes: determining the height of the slope apex ahead of the vehicle based on the wheelbase between the front and rear axles and the road slope below the road segment ahead of the vehicle; subtracting the slope apex height and suspension adjustment height from the vehicle chassis ground clearance to obtain the minimum ground clearance; if the minimum ground clearance is greater than a preset clearance threshold, the traffic risk level is determined to be the fourth risk level; the fourth risk level represents that even with the suspension height adjusted to its highest setting, the vehicle still faces the risk of scraping the slope apex ahead of the vehicle.

[0158] In some possible implementations, the traffic risk level includes at least a first risk level, which means that the vehicle will not scrape when passing through the road segment ahead at the current speed; wherein, the strategy determination module is configured to determine a target response strategy based on the traffic risk level and the current state information, specifically including: based on the traffic risk level being the first risk level and the current speed in the current state information being less than or equal to the vehicle's maximum cruising speed, determining the target response strategy as controlling the vehicle to cruise at a target speed, where the target speed is the current speed, or the target speed is less than or equal to the vehicle's maximum cruising speed.

[0159] In some possible implementations, the traffic risk level also includes a second risk level, which represents that the vehicle will scrape the road ahead at the current speed but can still pass; wherein, the strategy determination module is configured to determine a target response strategy based on the traffic risk level and the current status information, specifically including: based on the traffic risk level being the second risk level and the suspension height and / or sunroof status being adjustable in the current status information, determining the target response strategy as lowering the suspension height and / or closing the sunroof.

[0160] In some possible implementations, the traffic risk level also includes a third risk level, which represents the risk of scraping even when the vehicle's suspension height is lowered to the minimum and the sunroof is closed. The strategy determination module is configured to determine the target response strategy based on the traffic risk level and the current status information. Specifically, based on the traffic risk level being the third risk level and the current status information showing that the suspension height is at its minimum and the sunroof is closed, the target response strategy is to detour or stop cruise control.

[0161] In some possible implementations, the vehicle control device further includes: a cause prompting module, configured to determine a target response strategy based on the traffic risk level and current status information, and then generate a cause associated with the target response strategy based on the traffic risk level; and prompt the user to control the vehicle to execute the target response strategy and the associated cause.

[0162] In some possible implementations, the information acquisition module is configured to acquire the traffic risk level of the road segment ahead of the vehicle, specifically including: acquiring the vehicle's body height information, suspension height information, sunroof status information, and the height information of the lowest point above the vehicle before it passes; determining the traffic risk level based on the height information of the lowest point above the vehicle before it passes, suspension height information, body height information, and sunroof status information; wherein, if the vehicle still has a risk of scraping the lowest point above the vehicle before it passes when the suspension height is at its lowest and the sunroof is closed, the traffic risk level is the third risk level.

[0163] In some possible implementations, the information acquisition module is configured to acquire the traffic risk level of the road segment ahead of the vehicle, specifically including: acquiring the wheelbase information between the front and rear axles of the vehicle, the slope information ahead of the vehicle, the ground clearance information of the vehicle chassis, and the suspension height information; determining the height of the slope apex ahead of the vehicle based on the wheelbase information between the front and rear axles and the slope information ahead of the vehicle; determining the traffic risk level based on the slope apex height ahead of the vehicle, the ground clearance information of the vehicle chassis, and the suspension height information; wherein, if the vehicle still faces the risk of scraping the slope apex ahead of the vehicle even with the highest suspension height, the traffic risk level is the third risk level.

[0164] In some possible implementations, the vehicle control device further includes: a memory and broadcast module configured to, after acquiring the traffic risk level of the road segment ahead of the vehicle, store the traffic risk level of the road segment ahead locally in the vehicle; and / or, send the traffic risk level of the road segment ahead to the navigation system.

[0165] In some possible implementations, the vehicle control device further includes a memory and broadcast module configured to store road segments with a risk level of third and / or fourth risk level locally in the vehicle or send them to the navigation system, where the third and fourth risk levels represent a risk of collision that prevents passage.

[0166] In some possible implementations, the information acquisition module is configured to acquire the traffic risk level of the road segment ahead of the vehicle, specifically including: acquiring the traffic risk level of the road segment ahead that the vehicle has previously saved; or, acquiring the traffic risk level of the road segment ahead marked in the navigation by other vehicles of the same model.

[0167] Regarding the vehicle control device in the above embodiments, the specific methods by which each module performs its operation have been described in detail in the previous embodiments related to the vehicle control method, and will not be elaborated here. For details, please refer to the previous text.

[0168] This application also provides a vehicle, including a memory, a processor, and a computer program stored in the memory and running on the processor. When the processor executes the computer program, it implements the steps of the vehicle control method as described in any of the above embodiments.

[0169] For example, Figure 7 A schematic diagram of another vehicle structure provided in an embodiment of this application is shown. (Reference) Figure 7 The vehicle may include: a processor 31, a memory 32, an input / output interface 33, a communication interface 34, and a bus 35. The processor 31, memory 32, input / output interface 33, and communication interface 34 are interconnected within the vehicle via the bus 35. The processor 31 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification. The memory 32 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 32 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 32 and is called and executed by the processor 31. Input / output interface 33 is used to connect input / output modules / components to realize information input and output. Input / output modules / components can be configured as components in the vehicle (not shown in the figure) or externally connected to the vehicle to provide corresponding functions. Input modules / components may include keyboards, mice, touch screens, microphones, various sensors, etc., while output modules / components may include displays (touch screens), speakers, vibrators, indicator lights, etc.

[0170] Communication interface 34 is used to connect to a communication module (not shown in the figure) to enable communication and interaction between the vehicle and other devices / systems. The communication module can communicate via wired means (e.g., USB, Ethernet cable, etc.) or wireless means (e.g., mobile network, WIFI, Bluetooth, etc.). Bus 35 includes a pathway for transmitting information between various components of the vehicle, such as processor 31, memory 32, input / output interface 33, and communication interface 34. It should be noted that although the above-described device only shows the processor 31, memory 32, input / output interface 33, communication interface 34, and bus 35, in specific implementations, the vehicle may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described vehicle may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0171] The vehicles provided in the above embodiments are used to implement the corresponding vehicle control methods in any embodiment of this application, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0172] In some possible implementations, the vehicle may include a body controller and a vehicle-mounted system. In the embodiments of this application, both the body controller and the vehicle-mounted system are equipped with the processor described above. The body controller and the vehicle-mounted system call computer programs stored in memory through their respective processors to implement the vehicle control method provided in any of the above embodiments.

[0173] This application also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to achieve a vehicle control method provided in the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be elaborated here.

[0174] Computer-readable storage media may take the form of any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may, for example, include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0175] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment. Computer program products can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of the present invention. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0176] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here. Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0177] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be coupled or communicated, which can be electrical, mechanical, or other forms. They can be combined or integrated into another device, or some features may be ignored or not performed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or the indirect coupling or communication connection of devices or units may be electrical, mechanical, or other forms.

[0178] In the description of this disclosure, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure. It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element. The above are merely embodiments of this disclosure and are not intended to limit the scope of this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of the claims of this disclosure.

Claims

1. A vehicle control method, characterized in that, include: Obtain the traffic risk level of the road section ahead and the vehicle's current status information; The vehicle is equipped with active suspension; Based on the aforementioned traffic risk level and the current status information, a target response strategy is determined; The target response strategy includes the active suspension height adjustment strategy; Control the vehicle to execute the target response strategy.

2. The vehicle control method according to claim 1, characterized in that, The acquisition of the traffic risk level of the road segment ahead of the vehicle includes: Obtain road condition information for the section of road ahead where the vehicle is traveling; Based on the road condition information and the current status information, the traffic risk level of the road section ahead of the vehicle is determined.

3. The vehicle control method according to claim 2, characterized in that, The road condition information includes: the height of the lowest point above the road section ahead of the vehicle and the road slope below it; the current status information includes: the reference height of the vehicle body at the suspension zero position, the suspension adjustment height, and the sunroof status; The step of determining the traffic risk level of the road segment ahead of the vehicle based on the road condition information and the current status information includes: If the road slope below the front is less than a preset slope threshold, and the height difference between the height of the lowest point above the front and the lowest adjustable top height of the vehicle is greater than a first preset height threshold, the traffic risk level is determined to be the first risk level. If the road slope below the front is less than a preset slope threshold, and the height difference between the height of the lowest point above the front and the lowest adjustable top height of the vehicle is between the first preset height threshold and the second preset height threshold, the traffic risk level is determined to be the second risk level, where the second preset height threshold is less than the first preset height threshold. If the road slope below the front is less than a preset slope threshold, and the height difference between the height of the lowest point above the front and the lowest adjustable top height of the vehicle is less than the second preset height threshold, or if the road slope below the front is equal to or greater than the preset slope threshold, the traffic risk level is determined to be the third risk level. The minimum adjustable roof height of the vehicle is determined based on the reference height of the vehicle body at the suspension zero position, the suspension adjustment height, and the sunroof status.

4. The vehicle control method according to claim 3, characterized in that, Before determining the traffic risk level of the road segment ahead of the vehicle based on the road condition information and the current status information, the vehicle control method further includes: With the sunroof closed, the minimum adjustable roof height of the vehicle is obtained by subtracting the suspension adjustment height from the reference height of the vehicle body at the suspension zero position. Alternatively, with the sunroof open, the minimum adjustable roof height of the vehicle can be obtained by subtracting the suspension adjustment height from the reference height of the vehicle body at the suspension zero position and adding the current opening height of the sunroof.

5. The vehicle control method according to claim 3, characterized in that, Obtain the height of the lowest point directly above the road segment ahead of the vehicle, including: The system obtains the reference height of the vehicle body at the zero position of the suspension, the current height of the suspension, the straight-line distance measured by the on-board sensor to the lowest point above the front, and the installation angle of the on-board sensor. An additional height is determined based on the straight-line distance measured by the vehicle-mounted sensor at the lowest point at the front and the installation angle of the vehicle-mounted sensor; the additional height represents the vertical distance between the lowest point at the front and the installation plane of the vehicle-mounted sensor. The height of the lowest point at the front is obtained by summing the reference height of the vehicle body at the zero position of the suspension, the current height of the suspension, and the additional height.

6. The vehicle control method according to claim 2, characterized in that, The current status information includes: the reference height of the vehicle body at the zero position of the suspension, the suspension adjustment height, the wheelbase between the front and rear axles of the vehicle, and the ground clearance of the vehicle chassis. The step of determining the traffic risk level of the road segment ahead of the vehicle based on the road condition information and the current status information also includes: The height of the slope apex ahead of the vehicle is determined based on the wheelbase between the front and rear axles of the vehicle and the road slope below the front section of the road ahead of the vehicle. The minimum ground clearance of the vehicle chassis is obtained by subtracting the height of the slope peak in front of the vehicle and the suspension adjustment height from the ground clearance of the vehicle chassis. If the minimum ground clearance of the vehicle chassis is greater than a preset clearance threshold, the traffic risk level is determined to be the fourth risk level; the fourth risk level means that even when the suspension height is adjusted to the highest, the vehicle still has the risk of scraping against the apex of the slope in front of it.

7. The vehicle control method according to any one of claims 1-6, characterized in that, After determining the target response strategy based on the traffic risk level and the current status information, the vehicle control method further includes: Based on the aforementioned risk level, generate reasons associated with the target response strategy; The user is prompted to control the vehicle to execute the target response strategy and the associated reasons.

8. The vehicle control method according to any one of claims 1-6, characterized in that, After obtaining the traffic risk level of the road segment ahead of the vehicle, the vehicle control method further includes: The traffic risk level of the upcoming road segment is stored locally on the vehicle. And / or, send the traffic risk level of the road segment ahead to the navigation system.

9. The vehicle control method according to any one of claims 1-6, characterized in that, The method of obtaining the traffic risk level of the road segment ahead of the vehicle also includes: Obtain the previously saved risk level of this vehicle for the road section ahead; Alternatively, obtain the traffic risk level of other vehicles of the same model as indicated in the navigation for the road segment ahead.

10. A vehicle comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the vehicle control method as described in any one of claims 1 to 9.

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