Vehicle control method

Abstract

A vehicle control method, relating to the technical field of vehicle control. The vehicle control method comprises: acquiring parameter information of an obstacle in a travel road surface; and on the basis of the parameter information, controlling vehicle suspension compression for a target wheel and a diagonal wheel, so that the target wheel and the diagonal wheel are in an unloaded state, wherein the target wheel is a wheel affected by the obstacle.

Description

Vehicle control method

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number: 2024102732351 and application date of March 11, 2024, and claims the priority of the Chinese patent application. The entire content of the Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the field of vehicle control technology, and in particular to a vehicle control method. Background Art

[0004] When a vehicle is driving on the road, if there are obstacles on the road, it may have a negative impact on the vehicle's driving, and in serious cases may even cause a tire blowout, affecting the user's driving safety.

[0005] In related technologies, when encountering obstacles on the road, users usually slow down to pass through to reduce the impact on vehicle driving. However, in the process of the wheel passing the obstacle, even if the wheel is slowed down, the obstacle will still affect the load on the wheel. If the user reacts slowly or lacks experience, resulting in untimely deceleration or insufficient deceleration, the risk of tire blowout still exists.

[0006] Summary of the Invention

[0007] To this end, the present application proposes a vehicle control method, which aims to at least to some extent solve the technical problem in the related art that the risk of tire blowout is high when the vehicle passes through an obstacle.

[0008] To achieve the above objectives, a first embodiment of the present application provides a vehicle control method, the method comprising:

[0009] Obtain parameter information of obstacles on the road surface;

[0010] According to the parameter information, the vehicle suspension compression of the target wheel and the diagonal wheel is controlled to put the target wheel and the diagonal wheel in an unloaded state, wherein the target wheel is the wheel affected by the obstacle.

[0011] According to one embodiment of the present application, the parameter information includes the position of the obstacle; and controlling the vehicle suspension compression of the target wheel and the diagonal wheel according to the parameter information includes:

[0012] Determine the target wheel and the time point at which the target wheel reaches the obstacle based on the location of the obstacle and the current vehicle speed;

[0013] Based on the arrival time, the vehicle suspension compression of the target wheel and the diagonal wheel is controlled.

[0014] According to one embodiment of the present application, controlling the vehicle suspension compression of a target wheel and a diagonal wheel according to an arrival time point includes:

[0015] determining the actuating force used by the vehicle suspension to compress the target wheel based on the type of obstacle and the target control method;

[0016] Based on the arrival time point, an actuating force is applied to the vehicle suspension of the target wheel and the diagonal wheel to compress the vehicle suspension of the target wheel and the diagonal wheel.

[0017] According to one embodiment of the present application, if the target control mode is the effort-saving control mode, applying actuating force to the vehicle suspension of the target wheel and the diagonal wheel according to the arrival time point includes:

[0018] determining a first time point and a second time point before the arrival time point, wherein the first time point is earlier than the second time point and later than the current time point;

[0019] At a first time point, an operating force is applied to the vehicle suspension of the target wheel and the diagonal wheel to tighten the wheels and the vehicle body. At a second time point, an operating force is applied to the vehicle suspension of the target wheel to push the wheel and the vehicle body apart. At an arrival time point, an operating force is applied to the vehicle suspension of the target wheel to tighten the wheel and the vehicle body until the target wheel passes the obstacle.

[0020] According to one embodiment of the present application, if the target control mode is a simple control mode, applying actuating force to the vehicle suspension of the target wheel and the diagonal wheel according to the arrival time point includes:

[0021] determining a first time point before the arrival time point, wherein the first time point is earlier than the arrival time point and later than the current time point;

[0022] At a first time point, an actuating force is applied to the vehicle suspensions of the target wheel and the diagonal wheel to tighten the wheels and the vehicle body until the target wheel passes the obstacle.

[0023] According to one embodiment of the present application, determining the actuating force used by the vehicle suspension to compress the target wheel based on the type of obstacle and the target control mode includes:

[0024] According to the type of obstacle and the target control mode, an actuating force corresponding to the type of obstacle and the target control mode is obtained from the actuating force set obtained in advance.

[0025] According to one embodiment of the present application, before controlling the vehicle suspension compression of the target wheel and the diagonal wheel according to the parameter information, the method further includes:

[0026] According to the type of obstacle, vehicle weight and vehicle suspension parameters, the actuating force used to control the vehicle suspension under different control modes is determined.

[0027] According to one embodiment of the present application, determining the actuating force used to control the vehicle suspension in different control modes based on the type of obstacle, the vehicle weight, and the vehicle suspension parameters includes:

[0028] If the obstacle is a depression, the actuating forces used to control the vehicle suspension in the simple control mode and the effort-saving control mode are determined according to the vehicle weight and vehicle suspension parameters;

[0029] If the type of obstacle is a bump, the actuating forces used to control the vehicle suspension in the simple control mode and the effort-saving control mode are determined according to the vehicle weight, vehicle suspension parameters and the depth of the obstacle.

[0030] According to one embodiment of the present application, the method further includes:

[0031] In the process of controlling the compression of the vehicle suspension of the target wheel and the diagonal wheels, the vehicle suspension of the non-diagonal wheels is controlled to stretch so that the non-diagonal wheels are in a supported state.

[0032] According to one embodiment of the present application, after controlling the vehicle suspension compression of the target wheel and the diagonal wheel according to the parameter information, the method further includes:

[0033] After the target wheel passes the obstacle, the vehicle suspension of the target wheel and the diagonal wheel is controlled to stretch.

[0034] To achieve the above objectives, a second embodiment of the present application provides a vehicle control device, comprising:

[0035] an acquisition module configured to acquire parameter information of obstacles on the road surface;

[0036] The control module is configured to control the vehicle suspension compression of the target wheel and the diagonal wheel according to the parameter information so that the target wheel and the diagonal wheel are in an unloaded state, wherein the target wheel is the wheel affected by the obstacle.

[0037] According to one embodiment of the present application, the parameter information includes the location of the obstacle, and the control module is further configured to:

[0038] Determine the target wheel and the time point at which the target wheel reaches the obstacle based on the location of the obstacle and the current vehicle speed;

[0039] Based on the arrival time, the vehicle suspension compression of the target wheel and the diagonal wheel is controlled.

[0040] According to one embodiment of the present application, the control module is further configured to:

[0041] determining the actuating force used by the vehicle suspension to compress the target wheel based on the type of obstacle and the target control method;

[0042] Based on the arrival time point, an actuating force is applied to the vehicle suspension of the target wheel and the diagonal wheel to compress the vehicle suspension of the target wheel and the diagonal wheel.

[0043] According to one embodiment of the present application, if the target control mode is the effort-saving control mode, the control module is further configured to:

[0044] determining a first time point and a second time point before the arrival time point, wherein the first time point is earlier than the second time point and later than the current time point;

[0045] At a first time point, an operating force is applied to the vehicle suspension of the target wheel and the diagonal wheel to tighten the wheels and the vehicle body. At a second time point, an operating force is applied to the vehicle suspension of the target wheel to push the wheel and the vehicle body apart. At an arrival time point, an operating force is applied to the vehicle suspension of the target wheel to tighten the wheel and the vehicle body until the target wheel passes the obstacle.

[0046] According to one embodiment of the present application, if the target control mode is a simple control mode, the control module is further configured to:

[0047] determining a first time point before the arrival time point, wherein the first time point is earlier than the arrival time point and later than the current time point;

[0048] At a first time point, an actuating force is applied to the vehicle suspensions of the target wheel and the diagonal wheel to tighten the wheels and the vehicle body until the target wheel passes the obstacle.

[0049] According to one embodiment of the present application, the control module is further configured to:

[0050] According to the type of obstacle and the target control mode, an actuating force corresponding to the type of obstacle and the target control mode is obtained from the actuating force set obtained in advance.

[0051] According to one embodiment of the present application, the apparatus further includes a determining module configured to:

[0052] The actuating force used in different control modes is determined based on the type of obstacle, vehicle weight and vehicle suspension parameters.

[0053] According to one embodiment of the present application, the determination module is further configured to:

[0054] If the obstacle is a depression, determine the actuating force used in the simple control mode and the effort-saving control mode respectively based on the vehicle weight and vehicle suspension parameters;

[0055] If the obstacle is a bump, the actuating forces used in the simple control mode and the effort-saving control mode are determined based on the vehicle weight, vehicle suspension parameters, and the depth of the obstacle.

[0056] According to one embodiment of the present application, the control module is further configured to:

[0057] In the process of controlling the compression of the vehicle suspension of the target wheel and the diagonal wheels, the vehicle suspension of the non-diagonal wheels is controlled to stretch so that the non-diagonal wheels are in a supported state.

[0058] According to one embodiment of the present application, the control module is further configured to:

[0059] After the target wheel passes the obstacle, the vehicle suspension of the target wheel and the diagonal wheel is controlled to stretch.

[0060] To achieve the above-mentioned objectives, the third aspect embodiment of the present application proposes a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the vehicle control method described in any one of the first aspects above is implemented.

[0061] To achieve the above-mentioned objectives, the fourth aspect of the present application proposes a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the vehicle control method described in any one of the first aspects is implemented.

[0062] The vehicle control method provided in an embodiment of the present application obtains parameter information of an obstacle on the road surface; based on the parameter information, the vehicle suspension of a target wheel and a diagonal wheel is controlled to compress so that the target wheel and the diagonal wheel are in an unloaded state, wherein the target wheel is the wheel affected by the obstacle. By controlling the vehicle suspension to unload the target wheel affected by the obstacle, the force that should be borne by the target wheel is borne by other wheels, that is, the load of the target wheel is transferred to other wheels, reducing the impact on the target wheel when passing the obstacle, allowing the target wheel to drift past the obstacle as much as possible, reducing the risk of tire blowout on the target wheel, and improving vehicle driving safety.

[0063] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] FIG1 is a flow chart of a vehicle control method provided according to an embodiment of the present application;

[0065] FIG2 is a schematic diagram of a partial structure of a vehicle provided according to an embodiment of the present application;

[0066] FIG3 is an axonometric view of a vehicle driving into a road pothole according to an embodiment of the present application;

[0067] FIG4 is a schematic diagram of controlling a vehicle suspension to enable a wheel to pass through a pothole in a labor-saving control mode according to an embodiment of the present application;

[0068] FIG5 is a schematic diagram of controlling a vehicle suspension to enable a wheel to pass through a pothole in a simple control mode according to an embodiment of the present application;

[0069] FIG6 is a schematic diagram of a right front wheel passing through a pit according to an embodiment of the present application;

[0070] FIG7 is a schematic diagram of the output force of a linear motor actuator when the right front wheel passes through a pothole according to an embodiment of the present application;

[0071] FIG8 is a schematic diagram of a right rear wheel passing through a pit according to an embodiment of the present application;

[0072] FIG9 is a schematic diagram of the output force of a linear motor actuator when a right rear wheel passes through a pothole according to an embodiment of the present application;

[0073] FIG10 is a schematic diagram of another vehicle control method provided according to an embodiment of the present application;

[0074] FIG11 is a schematic structural diagram of a vehicle control device according to an embodiment of the present application;

[0075] FIG12 is a schematic structural diagram of a vehicle provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0076] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0077] The following describes the vehicle control method, device, vehicle, and computer-readable storage medium proposed in the embodiments of the present application with reference to the accompanying drawings.

[0078] FIG1 is a flowchart of a vehicle control method provided according to an embodiment of the present application. The method may include the following steps.

[0079] Step 101: Obtain parameter information of obstacles on the driving road.

[0080] In an embodiment of the present application, a vehicle is equipped with a preview system for collecting parameter information of obstacles on the road surface during driving, so as to adjust the vehicle suspension in a timely manner so that the vehicle can pass safely. For example, the preview system can be an ADAS (Advanced Driving Assistance System).

[0081] In some embodiments, an obstacle can be any regular or irregular shape, such as a protrusion or depression. For example, an obstacle can be a speed bump, a pothole, a stone, a clod of earth, etc. The parameter information of the obstacle can include the type of obstacle (protrusion or depression), location, width, depth, etc.

[0082] In specific implementations, the vehicle's preview system uses the road surface to identify obstacles and, by identifying the obstacle's depth, determine its type. Furthermore, the system can identify the obstacle's width to determine whether the vehicle can pass through it, identify the obstacle's location, and determine when the vehicle will reach it, enabling preemptive control of the vehicle's suspension.

[0083] For example, the height below the road surface can be pre-set as a negative value, and the height above the road surface can be pre-set as a positive value. If the depth of the obstacle is identified as a negative value, that is, it is below the road surface, then the type of obstacle is determined to be a depression. If the depth of the obstacle is identified as a positive value, that is, it is above the road surface, then the type of obstacle is determined to be a protrusion.

[0084] Step 102: Control the compression of the vehicle suspension of the target wheel and the diagonal wheel according to the parameter information so that the target wheel and the diagonal wheel are in an unloaded state, wherein the target wheel is the wheel affected by the obstacle.

[0085] The diagonal wheels are wheels that are diagonally aligned with the target wheel. For example, if the target wheel is the front right wheel, the diagonal wheel is the rear left wheel, and the remaining two wheels (the rear right wheel and the front left wheel) are non-diagonal wheels. Furthermore, the target wheel can be one or more.

[0086] In the embodiment of the present application, when the target wheel passes through an obstacle, due to the influence of the obstacle, the target wheel may be subjected to a relatively large impact force, resulting in an instantaneous increase in the load of the target wheel, increasing the risk of a tire blowout on the target wheel and affecting driving safety. Therefore, in order to reduce the load of the target wheel, the load of the target wheel can be transferred to other wheels. Specifically, since the loads of the four wheels in the vehicle are the same under normal circumstances, if the vehicle suspension of the target wheel is controlled to be compressed, it can be understood that the weight of the vehicle is borne by the other wheels, and the load of the target wheel will naturally be reduced. However, in this case, the vehicle is very likely to be unbalanced. Therefore, when the vehicle suspension of the target wheel is controlled to be compressed, it is necessary to simultaneously control the vehicle suspension of the diagonal wheel to be compressed. In this way, the weight of the vehicle is borne by the non-diagonal wheels, which not only reduces the load of the target wheel but also maintains the balance of the vehicle.

[0087] According to one embodiment of the present application, the parameter information may include the position of the obstacle; based on the parameter information, the specific implementation of controlling the vehicle suspension compression of the target wheel and the diagonal wheel may include: determining the target wheel and the arrival time point of the target wheel to the obstacle based on the position of the obstacle and the current vehicle speed; and controlling the vehicle suspension compression of the target wheel and the diagonal wheel based on the arrival time point.

[0088] For example, assuming that the left front wheel of the vehicle needs to pass the obstacle, while the left rear wheel can avoid it, the arrival time point is the time point when the left front wheel reaches the obstacle; assuming that both the left front wheel and the left rear wheel of the vehicle need to pass the obstacle, the arrival time point includes the time point when the left front wheel reaches the obstacle and the time point when the left rear wheel reaches the obstacle.

[0089] In a specific implementation, it is possible to determine whether the vehicle can bypass the obstacle based on the position of the obstacle and the positions of the left and right wheels of the vehicle. If not, it is determined which wheel needs to pass the obstacle, that is, the target wheel. The distance between the obstacle and the vehicle can also be determined based on the position of the obstacle and the current position of the vehicle. The arrival time point of the target wheel at the obstacle is determined based on the distance and the current speed of the vehicle. Before the target wheel reaches the obstacle and during the process of passing the obstacle, the vehicle suspension compression of the target wheel and the diagonal wheel is controlled to put the target wheel and the diagonal wheel in an unloaded state, thereby reducing the vertical load on the target wheel.

[0090] As an example, at the arrival time point, the vehicle suspension of the target wheel and the diagonal wheel can be controlled to be compressed, while the vehicle suspension height of the non-diagonal wheel is kept unchanged or the vehicle suspension of the non-diagonal wheel is stretched until the target wheel passes the obstacle, so that the target wheel passes the obstacle without contacting the obstacle as much as possible (i.e., drifting over the obstacle), reducing the impact of the obstacle on the target wheel, and reducing the vertical load of the target wheel. Specifically, a force can be applied to the vehicle suspension of the target wheel, and the vehicle suspension of the target wheel can be compressed by the force. Similarly, the vehicle suspension of other wheels is also the same, and the force can be obtained in advance based on the vehicle weight and vehicle suspension parameter tests. In addition, when the force is applied to the vehicle suspension, the height of the vehicle suspension may be slightly reduced or not reduced, but the load of the target wheel will be reduced.

[0091] In an embodiment of the present application, after obtaining parameter information of an obstacle on the driving road through the vehicle's preview system, when it is determined that the obstacle cannot be avoided, the target wheel that needs to pass the obstacle and the arrival time point of the target wheel to reach the obstacle are determined, and the vehicle suspension of the target wheel and the diagonal wheel are compressed according to the arrival time point, so that the target wheel and the diagonal wheel are in an unloaded state, reducing the impact on the target wheel when passing the obstacle, that is, reducing the load on the target wheel, reducing the risk of tire blowout of the target wheel, and improving driving safety.

[0092] According to one embodiment of the present application, the specific implementation of controlling the compression of the vehicle suspension of the target wheel and the diagonal wheel according to the arrival time point may include: determining the actuating force used to compress the vehicle suspension of the target wheel according to the type of obstacle and the target control method; and applying the actuating force to the vehicle suspension of the target wheel and the diagonal wheel according to the arrival time point to compress the vehicle suspension of the target wheel and the diagonal wheel.

[0093] In the embodiments of the present application, vehicle control includes two types: a low-effort control mode and a simple control mode. The low-effort control mode uses a smaller actuating force when controlling the vehicle suspension, while the simple control mode uses a larger actuating force but has simpler control logic. Therefore, the actuating force determined under different control modes varies. During use, the control mode can be selected randomly or based on actual conditions. Furthermore, since bumps have a height, the height of the obstacle must be considered when lowering the vehicle suspension to ensure that the target wheel does not collide with the obstacle. However, depressions are directed downward, so the height of the obstacle does not need to be considered. Therefore, the actuating force determined under different obstacle types also varies. In summary, the actuating force used to compress the vehicle suspension of the target wheel needs to be determined based on the obstacle type and the target control mode. Then, based on the arrival time, the vehicle's motor controller drives the linear motor actuator to apply actuating force to the vehicle suspension of the target wheel and the diagonal wheel to compress the vehicle suspension of the target wheel and the diagonal wheel.

[0094] As an example, the preview system collects parameter information of the obstacle and sends it to the control system. The control system determines whether the vehicle can avoid the obstacle based on the position and width of the obstacle. If so, the parameter information of the obstacle is sent to the chassis controller. The chassis controller determines the target wheel and the arrival time point of the target wheel at the obstacle based on the position of the obstacle and the current vehicle speed. The chassis controller also determines the actuating force used to compress the vehicle suspension of the target wheel based on the type of obstacle and the target control method. The actuating force is then sent to the motor controller through the chassis controller. The motor controller drives the linear motor actuator to apply an actuating force to the vehicle suspension of the target wheel and the diagonal wheel to tighten the wheel and the vehicle body, thereby compressing the vehicle suspension of the target wheel and the diagonal wheel.

[0095] The control system may be a VCU (Vehicle Control Unit), and the motor controller may be an MCU (Motor Control Unit).

[0096] FIG2 is a schematic diagram of a partial structure of a vehicle according to an embodiment of the present application, wherein 1 is the vehicle body, 2 is the linear motor actuator, 3 is the wheel, 4 is the spring, and 5 is the preview system. The combination of 2 and 4 can be referred to as the vehicle suspension. As can be seen from FIG2 , when a vehicle is traveling on the road, if there is a pothole on the road ahead of the vehicle, the vehicle's preview system 5 will identify the obstacle in advance and then transmit the parameter information of the obstacle to the vehicle's control system, which in turn transmits it to the chassis controller. Based on the pothole-proof tire function, the linear motor actuator 2 is controlled to output actuating force to control the vehicle suspension. This reduces the wheel load when the vehicle passes through the pothole, preventing the vehicle from experiencing a tire blowout, thereby ensuring driving safety.

[0097] Figure 3 is an axonometric view of a vehicle driving into a pothole in accordance with an embodiment of the present application. In Figure 3, 1 represents the vehicle body, 3 represents the wheel, and 5 represents the preview system. The arrow indicates the vehicle's direction of travel. When the vehicle is driving normally on the road, the preview system scans the road surface. If there is a large, deep pothole on the road, the wheel of an ordinary vehicle will inevitably fall into the pothole first, then impact the flange end of the pothole, increasing the instantaneous impact on the wheel and causing the wheel to blow out. However, in this solution, due to the presence of a linear motor actuator, when the vehicle enters a pothole, such as when the right front wheel enters the pothole, the linear motor actuator can be used to adjust the load on the entire wheel so that the right front wheel does not fall into the pothole when passing through the pothole, thereby reducing the instantaneous impact of passing the pothole, effectively reducing the impact on the wheel, and reducing the chance of a tire blowout, thereby ensuring driving safety.

[0098] In some embodiments, the specific implementation of determining the actuating force used by the vehicle suspension to compress the target wheel based on the type of obstacle and the target control method may include: based on the type of obstacle and the target control method, obtaining the actuating force corresponding to the type of obstacle and the target control method from a set of actuating forces obtained in advance testing.

[0099] In specific implementations, simulations can be used to pre-test the required actuation force for controlling the vehicle's suspension when navigating different types of obstacles under different control modes. The determined actuation force is then stored in association with the corresponding control mode and obstacle type. This allows the vehicle to directly determine the corresponding actuation force based on the obstacle type and the selected target control mode when navigating an obstacle, improving the efficiency of actuation force determination and, consequently, control efficiency.

[0100] Therefore, before controlling the compression of the vehicle suspension of the target wheel and the diagonal wheel according to the parameter information, it also includes: determining the actuating force used to control the vehicle suspension under different control modes according to the type of obstacle, the vehicle weight and the vehicle suspension parameters.

[0101] The vehicle suspension parameters may include stiffness, lever ratio, etc. of the vehicle suspension, and the vehicle suspension parameters of the same vehicle are related to the characteristics of the vehicle suspension.

[0102] In a specific implementation, the obstacle type can be set as a bump in advance through simulation, and a target impact force can be set that the target wheel can withstand when passing over the bump. Based on the vehicle weight and suspension parameters, the target wheel can simulate the situation when passing over the bump, ensuring that the impact force it withstands is less than or equal to the target impact force. The required actuation force of the vehicle suspension can be controlled using different control methods. Similarly, the obstacle type can be set as a depression in advance through simulation, and a target impact force can be set that the target wheel can withstand when passing over the depression. Based on the vehicle weight and suspension parameters, the target wheel can simulate the situation when passing over the depression, ensuring that the impact force it withstands is less than or equal to the target impact force. The required actuation force of the vehicle suspension can be controlled using different control methods.

[0103] As an example, the specific implementation of determining the actuating force used to control the vehicle suspension under different control modes based on the type of obstacle, the vehicle weight and the vehicle suspension parameters may include: if the type of obstacle is a depression, determining the actuating force used to control the vehicle suspension under a simple control mode and a labor-saving control mode respectively based on the vehicle weight and the vehicle suspension parameters; if the type of obstacle is a protrusion, determining the actuating force used to control the vehicle suspension under a simple control mode and a labor-saving control mode respectively based on the vehicle weight, the vehicle suspension parameters and the depth of the obstacle.

[0104] Since the goal of this solution is to make the target wheel drift over the obstacle as much as possible to reduce the load on the target wheel, the height of the depression does not need to be considered for concave obstacles. However, for convex obstacles, it is also necessary to ensure that the target wheel does not touch the obstacle as much as possible. Therefore, when adjusting the height of the vehicle suspension, the height of the convexity also needs to be considered.

[0105] In a specific implementation, during the simulation test, for recessed obstacles, the vehicle weight, suspension parameters, control mode, and target impact force that can be withstood when passing a recessed obstacle can be pre-set. If the control mode is a simple control mode, the simulation results in the actuating force used to control the vehicle suspension, and if the control mode is a force-saving control mode, the simulation results in the actuating force used to control the vehicle suspension. Similarly, for raised obstacles, the vehicle weight, suspension parameters, control mode, and target impact force that can be withstood when passing a raised obstacle can be pre-set. If the control mode is a simple control mode, the simulation results in the actuating force used to control the vehicle suspension, and if the control mode is a force-saving control mode, the simulation results in the actuating force used to control the vehicle suspension.

[0106] In an embodiment of the present application, simulation tests are performed in advance to determine and store the actuating force used to control the vehicle suspension for different types of obstacles and under different control methods. In this way, when the vehicle subsequently needs to pass through an obstacle, it can directly determine how to control the vehicle suspension based on the type of obstacle and the control method, thereby improving the control efficiency of the vehicle suspension.

[0107] It should be noted that the above method predetermines the required actuating force for controlling the vehicle suspension using different control methods when passing different types of obstacles. In other embodiments, determining the actuating force used to reduce the target wheel's vehicle suspension based on the obstacle type and target control method may also include determining the actuating force used to compress the target wheel's vehicle suspension when passing different types of obstacles under different control methods based on the obstacle type, target control method, vehicle weight, and vehicle suspension parameters. Specifically, the actuating force may be determined using the aforementioned simulation test method. In this way, real-time calculations can be performed when passing an obstacle, allowing adjustments to be made based on actual conditions, thereby improving the accuracy of the determined actuating force and achieving precise control of the vehicle suspension.

[0108] As an example, to ensure vehicle balance, the vehicle suspension heights of the target wheel and the diagonal wheel may be controlled to be the same, so that the actuating force used to compress the vehicle suspension of the target wheel may be the same as the actuating force used to compress the vehicle suspension of the diagonal wheel.

[0109] In an embodiment of the present application, controlling the vehicle suspension according to the determined actuating force may include the following two implementation methods.

[0110] The first implementation method: If the target control method is the effort-saving control method, the specific implementation of applying an actuating force to the vehicle suspension of the target wheel and the diagonal wheel according to the arrival time point may include: determining a first time point and a second time point before the arrival time point, wherein the first time point is earlier than the second time point and later than the current time point; applying an actuating force to tighten the wheel and the vehicle body to the vehicle suspension of the target wheel and the diagonal wheel at the first time point, applying an actuating force to push the wheel and the vehicle body away to the vehicle suspension of the target wheel at the second time point, and applying an actuating force to tighten the wheel and the vehicle body to the vehicle suspension of the target wheel at the arrival time point until the target wheel passes the obstacle.

[0111] That is to say, when the target control mode is the effort-saving control mode, the control of the vehicle suspension of the target wheel is first compression, then stretching, and then compression until it passes the obstacle, and the control of the vehicle suspension of the diagonal wheel is compression until the target wheel passes the obstacle.

[0112] In an embodiment of the present application, the vehicle suspension includes a linear motor actuator and a spring. In an effort-saving control mode, the spring's elastic force can be fully utilized to achieve control of the vehicle suspension with less force. Therefore, the process from the vehicle approaching an obstacle to the vehicle passing through the obstacle can be divided into three stages. In the first stage, an actuating force is applied to the vehicle suspension, tightening the wheel and vehicle body to tighten the target wheel. In the second stage, an actuating force is applied to the vehicle suspension, pushing the wheel and vehicle body apart to push the target wheel away. In the third stage, during the obstacle passage, an actuating force is applied to the vehicle suspension, tightening the wheel and vehicle body to tighten the target wheel. Because the spring's elastic force and the linear motor actuator's actuating force are combined in the second stage, the target wheel is subjected to a relatively large upward force, which can cause the target wheel to tend to move upward and even leave the ground. Therefore, using a smaller actuating force in the third stage allows the target wheel to drift past the obstacle.

[0113] In the specific implementation, at the first time point, the linear motor actuator applies the actuating force to the vehicle suspension of the target wheel, tightening the vehicle body and the target wheel, and naturally giving the spring a compression force, and the spring stores energy; at the second time point, the spring will naturally have an upward elastic force, on this basis, the linear motor actuator applies the actuating force in the opposite direction to that at the first time point to the vehicle suspension of the target wheel, pushing the vehicle body and the target wheel away, and the target wheel will tend to move upward under the action of the actuating force and the spring elastic force; then at the arrival time point, the linear motor actuator applies the actuating force in the same direction as that at the first time point to the vehicle suspension of the target wheel, pulling the target wheel upward to prevent the target wheel from impacting the obstacle downward due to inertia, so as to reduce the load on the target wheel, so that the target wheel can drift over the obstacle, reduce the load on the target wheel, and thereby reduce the risk of tire blowout of the target wheel.

[0114] For example, FIG4 is a schematic diagram of controlling a vehicle suspension to enable a wheel to pass a pothole in an effort-saving control mode according to an embodiment of the present application. The arrows in FIG4 represent pulling or pushing the vehicle body and wheel apart. For example, in stage 1, the two arrows are opposite, indicating that the vehicle body and wheel are pulled together. In stage 2, the two arrows are separated, indicating that the vehicle body and wheel are pushed apart. When the preview system recognizes a pothole ahead, stage 1 is entered at the first time point. The linear motor actuator outputs an actuating force to pull the wheel and vehicle body together, while applying a compressive force to the spring to accumulate energy. Stage 2 is entered at the second time point. The linear motor actuator outputs an actuating force to push the wheel and vehicle body apart. The wheel is unloaded by the actuating force output by the linear motor actuator and the elastic force of the spring. Stage 3 is entered at the arrival time point. The linear motor actuator outputs an actuating force to hold the wheel to prevent it from impacting the obstacle downward due to inertia until the target wheel completely passes the obstacle.

[0115] In an embodiment of the present application, a force-saving control method is adopted to control the vehicle suspension of the target wheel. Using a smaller actuating force can effectively reduce the load of the target wheel and improve driving safety.

[0116] The second implementation method: If the target control method is a simple control method, the specific implementation of applying an actuating force to the vehicle suspension of the target wheel and the diagonal wheel according to the arrival time point may include: determining a first time point before the arrival time point, wherein the first time point is earlier than the arrival time point and later than the current time point; at the first time point, applying an actuating force to the vehicle suspension of the target wheel and the diagonal wheel to tighten the wheel and the vehicle body until the target wheel passes the obstacle.

[0117] That is, when the target control mode is the simple control mode, the control of the vehicle suspension of the target wheel and the control of the vehicle suspension of the diagonal wheel are the same, both of which are compressed until the target wheel passes the obstacle.

[0118] In this implementation, at a first time point before the target wheel is about to reach the obstacle, the linear motor actuator applies the actuating force to the vehicle suspension of the target wheel to tighten the vehicle body and the target wheel until the target wheel passes the obstacle. Figure 5 is a schematic diagram of controlling the vehicle suspension to make the wheel pass through a pothole in a simple control mode according to an embodiment of the present application. The arrows in Figure 5 indicate tightening or pushing the vehicle body and the wheel. For example, the two arrows in stages ①-③ are opposite, indicating that the vehicle body and the wheel are tightened, and the operations performed in stages ①-③ in Figure 5 are the same. When the preview system recognizes that there is a pothole ahead, it enters stage ① when it reaches the first time point. The linear motor actuator outputs an actuating force to tighten the wheel and the vehicle body, and maintains this state until the end of stage ③, that is, the target wheel passes through the pothole, thereby reducing the impact on the target wheel.

[0119] In the embodiments of this application, a simple control method is used to control the vehicle suspension of the target wheel. Simply tensioning the wheel throughout the entire ride can effectively reduce the load on the target wheel, resulting in simple control. However, since this method cannot utilize the elastic force of the spring, a large actuating force is required to achieve a good effect, which significantly affects the temperature rise of the linear motor actuator. Therefore, when the obstacle is wide, a force-saving control method can be used to reduce the impact on the linear motor actuator.

[0120] Furthermore, simulations show that the force used by the energy-saving control method is 40% of that of the simple control method, and the load can be reduced by 90%. Therefore, in actual use, the appropriate control method can be selected to control the vehicle suspension according to actual needs, and this embodiment does not limit this.

[0121] Furthermore, after the vehicle passes an obstacle, the vehicle suspension needs to be restored to a state for shock absorption. Therefore, after controlling the vehicle suspension of the target wheel and the diagonal wheel to compress according to the parameter information, the method further includes: controlling the vehicle suspension of the target wheel and the diagonal wheel to extend after the target wheel passes the obstacle.

[0122] In practice, after a target vehicle passes an obstacle, its wheels may drop or bounce due to inertia, causing vibrations. To reduce this vibration, a linear motor actuator applies a force to the target wheel's suspension, pushing the vehicle body and wheel apart. This forces the target wheel toward the ground, effectively pinning the wheel down and reducing vibrations. As the vehicle continues to move forward, the vibrations gradually dissipate. Similarly, applying the same force to the diagonal wheel's suspension ensures that all four wheels have the same suspension height, eliminating vibrations.

[0123] 4 and 5 , when entering the fourth stage, the linear motor actuator outputs actuating force to press the wheel, pushing the vehicle body away from the wheel, thereby reducing the vibration of the vehicle body; entering the fifth stage, the vibration is eliminated.

[0124] In the embodiment of the present application, after the target vehicle passes an obstacle, the target wheel and the diagonal wheel can be pressed down in time to ensure that all four wheels are close to the ground, which can eliminate vehicle body vibration and improve driving safety.

[0125] In some embodiments, during the process of controlling the compression of the vehicle suspension of the target wheel and the diagonal wheels, the vehicle suspension of the non-diagonal wheels is controlled to be stretched so that the non-diagonal wheels are in a supported state.

[0126] In a specific implementation, based on experience or simulation test results, an actuating force can be applied to the vehicle suspension of the non-diagonal wheel to push the vehicle body and wheel apart, thereby stretching the non-diagonal wheel's suspension. Furthermore, compressing the target wheel's suspension and stretching the non-diagonal wheel's suspension will cause the suspension height to change. The greater the height difference between the target wheel's suspension and the non-diagonal wheel's suspension, the greater the load reduction effect on the target wheel.

[0127] In an embodiment of the present application, the vehicle suspension of the non-diagonal wheels may not be adjusted during the process of compressing the vehicle suspension of the target wheel and the diagonal wheel. The control method is relatively simple and can also achieve the effect of load reduction. However, the vehicle suspension of the non-diagonal wheels can also be stretched at the same time, which can save more effort and achieve a better load reduction effect.

[0128] It should be noted that, according to the above embodiment, it is possible to transfer the load of the target wheel to other wheels, reduce the load of the target wheel, enable the target wheel to safely pass through obstacles, and improve driving safety.

[0129] Furthermore, since the lateral force is affected by the wheel's lateral deviation characteristics, that is, the wheel load, in order to avoid the vehicle's route deviation, in the process of controlling the vehicle suspension compression of the target wheel and the diagonal wheel according to the parameter information, the target steering torque can be determined according to the load of each wheel and the lateral deviation characteristics of the wheel and sent to the chassis controller. The chassis controller outputs the steering force through the steering system based on the target steering torque to ensure that the vehicle will not turn due to the influence of the lateral force during driving, thereby affecting the normal driving of the vehicle.

[0130] Next, the control process of the vehicle suspension is explained by taking the right front wheel and the right rear wheel of the vehicle passing through a pothole as an example.

[0131] Figure 6 is a schematic diagram of a right front wheel passing a pothole, according to an embodiment of the present application. As shown in Figure 6, when a vehicle is driving on a road with a pothole, the vehicle's pre-aiming system has already identified the pothole and obtained its parameter information. This information is then transmitted to the chassis controller. Based on the location of the obstacle and the current vehicle speed, the chassis controller determines the target wheel and the time it will reach the obstacle. Based on the type of obstacle and the target control mode, the chassis controller determines the actuating force to be applied to the vehicle suspension to compress the target wheel. This actuating force is then transmitted to the motor controller via the chassis controller. When the right front wheel enters the pothole, the motor controller drives the linear motor actuator of the right front wheel to output a tensioning force in accordance with the actuating force, securing the wheel to the vehicle body and instantly reducing the wheel load on the right front wheel to near zero. This approach has the advantage of allowing the right front wheel to drift through the pothole, minimizing the impact load on the wheel. However, if only the force of the linear motor actuator of the right front wheel is adjusted, the posture of the entire vehicle will tilt. Therefore, under this instantaneous working condition, it is necessary to adjust the output force of the left front, left rear, and right rear linear motor actuators at the same time, that is, the right front and left rear are both tensioning forces, and the left front and right rear are both lifting forces (pushing the vehicle body and the wheels away), so as to achieve force balance of the entire vehicle and stabilize the vehicle body posture when passing through potholes.

[0132] Figure 7 is a schematic diagram of the output force of a linear motor actuator when the right front wheel passes through a pothole, according to an embodiment of the present application. As shown in Figure 7, the wheel loads of the four wheels are greater than those of the right front and left rear wheels. This means that by coordinating the different output forces of the four linear motor actuators described in Figure 6, the load on the right front wheel is transferred to the left front and right rear wheels, reducing the load on the right front wheel. This allows the right front wheel to drift through the pothole, thus achieving a near-zero impact load on the right front wheel.

[0133] FIG8 is a schematic diagram of a right rear wheel passing a pothole according to an embodiment of the present application. As shown in FIG8 , when a vehicle is driving on a road with a pothole, the vehicle's pre-sighting system has identified the pothole and acquired its parameter information, transmitting this information to the chassis controller. Furthermore, as shown in FIG6 and FIG7 , the right front wheel has already passed the pothole and the right rear wheel is about to enter it. The chassis controller receives the vehicle's speed and, based on the wheelbase of the front and rear axles, calculates the time at which the right rear wheel enters the pothole after the right front wheel has passed it, i.e., wheelbase / vehicle speed. This allows the linear motor actuator to more accurately control the vehicle suspension's output force, ensuring the right rear wheel safely passes the pothole. As shown in FIG8 , when the right front wheel has passed the pothole and the right rear wheel enters it, the linear motor actuator on the right rear wheel outputs a tensioning force, holding the wheel against the vehicle body, instantaneously reducing the wheel load on the right rear wheel to near zero. This approach allows the right rear wheel to drift through the pothole, minimizing the impact load on the wheel. However, if only the force of the linear motor actuator of the right rear wheel is adjusted, the posture of the entire vehicle will tilt. Therefore, under this instantaneous working condition, it is necessary to adjust the output force of the left front, left rear, and right front linear motor actuators at the same time, that is, the right front and left rear are both lifting forces, and the left front and right rear are both tensioning forces, so as to achieve force balance of the entire vehicle and ensure stable posture of the vehicle when passing through potholes.

[0134] Figure 9 is a schematic diagram of the output force of a linear motor actuator when the right rear wheel negotiates a pothole, according to an embodiment of the present application. As shown in Figure 9, the wheel loads of the four wheels are smaller than those of the right front and left rear wheels. This means that by coordinating the different output forces of the four linear motor actuators described in Figure 8, the load on the right rear wheel is transferred to the left rear and right front wheels, reducing the load on the right rear wheel. This allows the right rear wheel to drift through the pothole, thus achieving a near-zero impact load on the right rear wheel.

[0135] The vehicle control method provided in the embodiment of the present application, when the preview system recognizes that a wheel is about to pass an obstacle, controls the vehicle suspension to transfer the load of the target wheel affected by the obstacle to the non-diagonal wheel, thereby reducing the load on the target wheel. When the vehicle passes a pothole, the target wheel is instantly subjected to less impact, which can effectively prevent the occurrence of tire blowouts. At the same time, through this control method, the impact of the wheel can be optimized in other scenarios where it is necessary to reduce the vertical load of a certain wheel.

[0136] FIG10 is a schematic diagram of another vehicle control method provided according to an embodiment of the present application. As shown in FIG10 , when a vehicle is driving normally on a road and encounters a pothole on the road ahead and the vehicle cannot avoid it, the pothole protection function can be activated. Specifically, the ADAS preview system first identifies the parameter information of the pothole (including the location and depth of the pothole) and transmits it to the vehicle's VCU, i.e., the control system. The VCU calculates and analyzes the depth of the pothole and its distance from the vehicle, confirms whether the pothole protection function is activated, and transmits an activation signal to the chassis controller. The vehicle VCU can also send the parameter information to the central control to control the vehicle's speed or other information. The chassis controller identifies the received pothole protection function activation signal and, based on the vehicle status signal (such as vehicle speed, vehicle suspension height, vehicle body height, etc.) and the pothole parameter information, calculates when and which wheel will pass the pothole (i.e., determines the target wheel and arrival time point) and how the vehicle suspension will be controlled (i.e., controls the target control method and the applied force of the vehicle suspension). The chassis controller converts this information into target actuating forces for the four linear motor actuators and outputs it to the linear motor MCU (motor controller). The linear motor MCU then converts this information into target drive currents to directly drive the linear motor actuators. The linear motor actuators deliver actuating forces to the entire vehicle, ensuring optimal wheel loads when navigating potholes. This effectively reduces instantaneous wheel impacts, prevents tire blowouts, and ensures safe vehicle operation. Furthermore, due to the lateral deviation characteristics of wheels—that is, the impact of wheel load on lateral force—a closed-loop steering torque correction structure is implemented. When a single wheel is unloaded, the chassis controller outputs the target steering torque, which in turn is used by the steering system to deliver steering force to ensure safe driving.

[0137] FIG11 is a schematic structural diagram of a vehicle control device provided according to an embodiment of the present application, which may include:

[0138] An acquisition module 1101 is configured to acquire parameter information of obstacles on the road surface;

[0139] The control module 1102 is configured to control the vehicle suspension compression of the target wheel and the diagonal wheel according to the parameter information so that the target wheel and the diagonal wheel are in an unloaded state, wherein the target wheel is the wheel affected by the obstacle.

[0140] According to one embodiment of the present application, the parameter information includes the location of the obstacle;

[0141] The control module 1102 is further configured to:

[0142] Determine the target wheel and the time point at which the target wheel reaches the obstacle based on the location of the obstacle and the current vehicle speed;

[0143] Based on the arrival time, the vehicle suspension compression of the target wheel and the diagonal wheel is controlled.

[0144] According to one embodiment of the present application, the control module 1102 is further configured to:

[0145] determining the actuating force used by the vehicle suspension to compress the target wheel based on the type of obstacle and the target control method;

[0146] Based on the arrival time point, an actuating force is applied to the vehicle suspension of the target wheel and the diagonal wheel to compress the vehicle suspension of the target wheel and the diagonal wheel.

[0147] According to one embodiment of the present application, if the target control mode is the effort-saving control mode, the control module 1102 is further configured to:

[0148] determining a first time point and a second time point before the arrival time point, wherein the first time point is earlier than the second time point and later than the current time point;

[0149] At a first time point, an operating force is applied to the vehicle suspension of the target wheel and the diagonal wheel to tighten the wheels and the vehicle body. At a second time point, an operating force is applied to the vehicle suspension of the target wheel to push the wheel and the vehicle body apart. At an arrival time point, an operating force is applied to the vehicle suspension of the target wheel to tighten the wheel and the vehicle body until the target wheel passes the obstacle.

[0150] According to one embodiment of the present application, if the target control mode is a simple control mode, the control module 1102 is further configured to:

[0151] determining a first time point before the arrival time point, wherein the first time point is earlier than the arrival time point and later than the current time point;

[0152] At a first time point, an actuating force is applied to the vehicle suspensions of the target wheel and the diagonal wheel to tighten the wheels and the vehicle body until the target wheel passes the obstacle.

[0153] According to one embodiment of the present application, the control module 1102 is further configured to:

[0154] According to the type of obstacle and the target control mode, an actuating force corresponding to the type of obstacle and the target control mode is obtained from the actuating force set obtained in advance.

[0155] According to one embodiment of the present application, the apparatus further includes a determining module configured to:

[0156] The actuating force used in different control modes is determined based on the type of obstacle, vehicle weight and vehicle suspension parameters.

[0157] According to one embodiment of the present application, the determination module is further configured to:

[0158] If the obstacle is a depression, determine the actuating force used in the simple control mode and the effort-saving control mode respectively based on the vehicle weight and vehicle suspension parameters;

[0159] If the obstacle is a bump, the actuating forces used in the simple control mode and the effort-saving control mode are determined based on the vehicle weight, vehicle suspension parameters, and the depth of the obstacle.

[0160] According to one embodiment of the present application, the control module 1102 is further configured to:

[0161] In the process of controlling the compression of the vehicle suspension of the target wheel and the diagonal wheels, the vehicle suspension of the non-diagonal wheels is controlled to stretch so that the non-diagonal wheels are in a supported state.

[0162] According to one embodiment of the present application, the control module 1102 is further configured to:

[0163] After the target wheel passes the obstacle, the vehicle suspension of the target wheel and the diagonal wheel is controlled to stretch.

[0164] The vehicle control method provided in an embodiment of the present application is applied to obtain parameter information of an obstacle on the road surface; based on this parameter information, the vehicle suspension of a target wheel and a diagonal wheel is controlled to compress so that the target wheel and the diagonal wheel are in an unloaded state, wherein the target wheel is the wheel affected by the obstacle. By controlling the vehicle suspension to unload the target wheel affected by the obstacle, the force that should have been borne by the target wheel is borne by other wheels, i.e., the load of the target wheel is transferred to the other wheels, reducing the impact on the target wheel when passing the obstacle, allowing the target wheel to drift past the obstacle as much as possible, reducing the risk of tire blowout on the target wheel, and improving vehicle driving safety.

[0165] The above is a schematic diagram of a vehicle control device according to an embodiment of the present application. It should be noted that the technical solution of the vehicle control device and the technical solution of the above-mentioned vehicle control method are based on the same concept. For details not described in detail in the technical solution of the vehicle control device, please refer to the description of the technical solution of the above-mentioned vehicle control method.

[0166] Figure 12 is a schematic diagram of the structure of a vehicle provided according to an embodiment of the present application. The vehicle 1200 includes: a memory 1201, a processor 1202, and a computer program stored in the memory 1201 and executable on the processor 1202. When the processor 1202 executes the computer program, it implements a vehicle control method as provided in any of the above embodiments.

[0167] The present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a vehicle control method as proposed in any of the above embodiments.

[0168] It should be noted that the logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device), or in conjunction with such instruction execution system, apparatus, or device. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transmit a program for use by an instruction execution system, apparatus, or device, or in conjunction with such instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic devices), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, deciphering, or processing in another suitable manner as necessary, and then stored in a computer memory.

[0169] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used to implement the hardware: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0170] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0171] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. Throughout the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0172] In this application, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0173] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: Obtain parameter information of obstacles on the road surface; According to the parameter information, the vehicle suspension compression of a target wheel and a diagonal wheel is controlled to put the target wheel and the diagonal wheel in an unloaded state, wherein the target wheel is a wheel affected by the obstacle.

2. The method according to claim 1, characterized in that The parameter information includes the position of the obstacle; and controlling the vehicle suspension compression of the target wheel and the diagonal wheel according to the parameter information includes: Determining a target wheel and a time point at which the target wheel reaches the obstacle based on the position of the obstacle and the current vehicle speed; Based on the arrival time point, the vehicle suspension compression of the target wheel and the diagonal wheel is controlled.

3. The method according to claim 2, characterized in that The controlling the vehicle suspension compression of the target wheel and the diagonal wheel according to the arrival time point includes: determining, based on the type of the obstacle and the target control mode, an actuating force used by a vehicle suspension to compress the target wheel; The actuating force is applied to the vehicle suspensions of the target wheel and the diagonal wheel according to the arrival time point to compress the vehicle suspensions of the target wheel and the diagonal wheel.

4. The method according to claim 3, characterized in that If the target control mode is a labor-saving control mode, applying the actuating force to the vehicle suspensions of the target wheel and the diagonal wheel according to the arrival time point includes: Determining a first time point and a second time point before the arrival time point, wherein the first time point is earlier than the second time point and later than the current time point; At the first time point, the actuating force for tightening the wheels and the vehicle body is applied to the vehicle suspension of the target wheel and the diagonal wheel, at the second time point, the actuating force for pushing the wheel and the vehicle body apart is applied to the vehicle suspension of the target wheel, and at the arrival time point, the actuating force for tightening the wheel and the vehicle body is applied to the vehicle suspension of the target wheel until the target wheel passes the obstacle.

5. The method according to claim 3, characterized in that If the target control mode is a simple control mode, applying the actuating force to the vehicle suspensions of the target wheel and the diagonal wheel according to the arrival time point includes: Determining a first time point before the arrival time point, wherein the first time point is earlier than the arrival time point and later than the current time point; At the first time point, the actuating force for tightening the wheels and the vehicle body is applied to the vehicle suspensions of the target wheel and the diagonal wheel until the target wheel passes the obstacle.

6. The method according to claim 3, characterized in that The determining, based on the type of the obstacle and the target control mode, of the actuating force used by the vehicle suspension to compress the target wheel includes: According to the type of the obstacle and the target control mode, an actuating force corresponding to both the type of the obstacle and the target control mode is obtained from a set of actuating forces obtained in a pre-test.

7. The method according to any one of claims 1 to 6, characterized in that Before controlling the vehicle suspension compression of the target wheel and the diagonal wheel according to the parameter information, the method further includes: The actuating force used to control the vehicle suspension in different control modes is determined according to the type of the obstacle, the weight of the vehicle and the vehicle suspension parameters.

8. The method according to claim 7, characterized in that The determining, based on the type of the obstacle, the weight of the vehicle, and the vehicle suspension parameters, of the actuating force used to control the vehicle suspension in different control modes includes: If the type of the obstacle is a depression, determining the actuating forces used to control the vehicle suspension in a simple control mode and a labor-saving control mode, respectively, based on the vehicle weight and vehicle suspension parameters; If the type of the obstacle is a bump, the actuating forces used to control the vehicle suspension in the simple control mode and the effort-saving control mode are determined according to the vehicle weight, vehicle suspension parameters and the depth of the obstacle.

9. The method according to any one of claims 1 to 8, characterized in that The method further comprises: During the process of controlling the vehicle suspensions of the target wheel and the diagonal wheels to be compressed, the vehicle suspensions of the non-diagonal wheels are controlled to be stretched so that the non-diagonal wheels are in a supported state.

10. The method according to any one of claims 1 to 9, characterized in that After controlling the vehicle suspension compression of the target wheel and the diagonal wheel according to the parameter information, the method further includes: After the target wheel passes the obstacle, the vehicle suspensions of the target wheel and the diagonal wheel are controlled to stretch.

11. A vehicle control device, characterized in that: The device comprises: an acquisition module configured to acquire parameter information of obstacles on the road surface; A control module is configured to control the vehicle suspension compression of a target wheel and a diagonal wheel according to the parameter information so that the target wheel and the diagonal wheel are in an unloaded state, wherein the target wheel is the wheel affected by the obstacle.

12. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the vehicle control method according to any one of claims 1 to 10 is implemented.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the vehicle control method according to any one of claims 1 to 10 is implemented.

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