Vehicle control method, device, suspension system, controller, vehicle and medium

Abstract

The present disclosure provides a vehicle control method, device, suspension system, controller, vehicle, and medium. The method includes: determining a first wheel of the vehicle, where the first wheel is a wheel with a target load of zero; adjusting the position of the center of mass of the vehicle by adjusting the body posture of the vehicle so that the load of the first wheel is zero.

Description

Technical Field

[0001] Embodiments of the present disclosure relate to the technical field of vehicle design, and more specifically, to a vehicle control method, a vehicle control device, a suspension system, a controller, a vehicle, and a computer-readable storage medium. Background Art

[0002] A flat tire means that the tire loses most of its air in a very short time. Relevant research shows that a large number of accidental traffic accidents of vehicles are caused by flat tires.

[0003] After a vehicle has a flat tire, the body tilts and deviates, and the handling stability of the vehicle becomes poor, resulting in the vehicle being unable to drive normally, posing a serious threat to the life safety of the driver. Summary of the Invention

[0004] An object of the embodiments of the present disclosure is to provide a technical solution for controlling a vehicle to travel on three wheels.

[0005] According to a fourth aspect of the embodiments of the present disclosure, there is provided a vehicle control method, including:

[0006] Determine a first wheel of the vehicle, where the first wheel is a wheel with a target load of zero;

[0007] Adjust the position of the center of mass of the vehicle by adjusting the body attitude of the vehicle so that the load of the first wheel is zero.

[0008] Optionally, the adjusting the position of the center of mass by adjusting the body attitude of the vehicle includes:

[0009] Adjust the position of the center of mass within a target area, where the target area is an area other than the first wheel area.

[0010] Optionally, in the length direction of the vehicle, the distance between the first wheel and the center of mass is greater than the distance between a third wheel and the center of mass in the target area; wherein, the third wheel and the first wheel are on the same side of the vehicle; or,

[0011] In the width direction of the vehicle, the distance between the first wheel and the center of mass is greater than the distance between a second wheel and the center of mass in the target area; wherein, the second wheel and the first wheel are on the same connecting shaft of the vehicle.

[0012] Optionally, the adjusting the position of the center of mass by adjusting the body attitude of the vehicle includes:

[0013] Adjust the body attitude by adjusting the body height corresponding to other wheels, where the other wheels are wheels other than the first wheel in the vehicle.

[0014] Optionally, adjusting the position of the center of mass by adjusting the body attitude of the vehicle to make the load of the first wheel zero includes:

[0015] Adjusting the center of mass into the target area; the target area is the area other than the first wheel area;

[0016] Adjusting the position of the center of mass within the target area to make the load of the first wheel zero.

[0017] Optionally, adjusting the center of mass of the vehicle into the target area includes:

[0018] Adjusting the body height corresponding to the second wheel of the vehicle to a first target height;

[0019] Adjusting the body height corresponding to the third wheel of the vehicle to a second target height;

[0020] Wherein, the second wheel and the first wheel are located on the same connecting shaft of the vehicle, and the third wheel and the first wheel are located on the same side of the vehicle; the first target height is greater than the second target height.

[0021] Optionally, adjusting the position of the center of mass within the target area to make the load of the first wheel zero includes:

[0022] Lowering the body height corresponding to the fourth wheel of the vehicle so that the load of the first wheel is zero; wherein, the fourth wheel and the first wheel are diagonally arranged in the vehicle.

[0023] Optionally, the method further includes:

[0024] Adjusting the tilt angle of the body relative to the ground so that the absolute value of the tilt angle is less than or equal to the angle threshold;

[0025] Adjusting the position of the center of mass by adjusting the body attitude to make the load of the first wheel zero includes:

[0026] Adjusting the position of the center of mass and the tilt angle until the absolute value of the tilt angle is less than or equal to the angle threshold and the load of the first wheel is zero.

[0027] Optionally, adjusting the tilt angle of the body relative to the ground so that the absolute value of the tilt angle is less than or equal to the angle threshold includes:

[0028] Detecting the tilt angle of the body relative to the ground;

[0029] When the absolute value of the inclination angle is greater than the angle threshold, adjust the body height corresponding to the fourth wheel of the vehicle until the absolute value of the inclination angle is less than or equal to the angle threshold;

[0030] Wherein, the fourth wheel and the first wheel are diagonally arranged in the vehicle.

[0031] Optionally, the method further includes:

[0032] When the load of the first wheel is zero, control the first wheel to lift off the ground.

[0033] According to a second aspect of the present disclosure, there is provided a suspension system, including:

[0034] An independent suspension, the independent suspension includes shock absorbers connecting the vehicle body and each wheel;

[0035] A control device, the control device is configured to determine the first wheel of the vehicle and control at least one shock absorber to act to adjust the position of the center of mass of the vehicle so that the load of the first wheel is zero, and the first wheel is the wheel with a target load of zero.

[0036] According to a third aspect of the present disclosure, there is provided a controller, including a processor and a memory, the memory is used to store a computer program, and the processor is configured to execute the method as described in the first aspect of the present disclosure under the control of the computer program.

[0037] According to a fourth aspect of the present disclosure, there is provided a vehicle, including the suspension system as described in the second aspect of the present disclosure or the controller as described in the third aspect of the present disclosure.

[0038] According to a fifth aspect of the present disclosure, there is provided a vehicle control device, including:

[0039] A wheel determination module, configured to determine the first wheel of the vehicle, and the first wheel is the wheel with a target load of zero;

[0040] An attitude adjustment module, configured to adjust the position of the center of mass of the vehicle by adjusting the body attitude of the vehicle so that the load of the first wheel is zero.

[0041] According to a sixth aspect of the present disclosure, there is provided a computer-readable storage medium, on which a computer program is stored, and the computer program realizes the method as described in the first aspect of the present disclosure when executed by a processor.

[0042] Through the embodiments of the present disclosure, by adjusting the body attitude of the vehicle to adjust the position of the center of mass of the vehicle, the load on the first wheel is made zero, so that the vehicle can maintain body balance during three-wheel driving, ensure the safe driving of the vehicle, and guarantee the personal safety of the driver.

[0043] Other features and advantages of the present invention will become clear from the following detailed description of the exemplary embodiments of the present invention with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The drawings incorporated in and constituting a part of this specification illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention.

[0045] Figure 1 is a schematic structural diagram of a suspension system that can be used to implement the vehicle control method of the embodiments of the present disclosure;

[0046] Figure 2 is a schematic structural diagram of a shock absorber according to an embodiment of the present disclosure;

[0047] Figure 3 is a flowchart of a vehicle control method according to an embodiment of the present disclosure;

[0048] Figure 4 is a schematic diagram of the forces on each wheel of a vehicle according to an embodiment of the present disclosure;

[0049] Figure 5a is a schematic diagram of an example of a wheel area according to an embodiment of the present disclosure;

[0050] Figure 5b is a schematic diagram of another example of a wheel area according to an embodiment of the present disclosure;

[0051] Figure 6 is a block diagram of a vehicle control device according to an embodiment of the present disclosure;

[0052] Figure 7 is a block diagram of a controller according to an embodiment of the present disclosure;

[0053] Figure 8 is a block diagram of a suspension system according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0054] Now, various exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. It should be noted that: unless otherwise specifically stated, the relative arrangements, numerical expressions, and numerical values of the components and steps set forth in these embodiments do not limit the scope of the present invention.

[0055] The following description of at least one exemplary embodiment is merely illustrative and is in no way a limitation on the present invention, its applications, or uses.

[0056] Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and devices should be considered as part of the specification.

[0057] In all examples shown and discussed herein, any specific values should be construed as merely exemplary and not as a limitation. Thus, other examples of the exemplary embodiments may have different values.

[0058] It should be noted that like reference numerals and letters denote like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

[0059] Figure 1 is a schematic structural diagram of a suspension system that can be used to implement the vehicle control method of the embodiments of the present disclosure.

[0060] As Figure 1 shown, the suspension system 1000 may include an independent suspension 1100, a detection device 1200, and a control device 1300.

[0061] The detection device 1200 is used to detect the vehicle state. The control device 1300 is used to determine the first wheel of the vehicle according to the vehicle state and control at least one shock absorber in the independent suspension 1100 to act, so as to adjust the position of the vehicle's center of mass, such that the load on the first wheel is zero. Wherein, the first wheel is the wheel with a target load of zero.

[0062] Specifically, the control device 1300 may receive the vehicle state output by the detection device 1200, and output a control signal for controlling the shock absorber to act according to the vehicle state, and then adjust the position of the vehicle's center of mass through the independent suspension 1100.

[0063] The independent suspension 1100 may include a shock absorber 1 connecting the vehicle body to each wheel. The vehicle may be provided with a plurality of shock absorbers 1, one shock absorber 1 corresponding to one wheel. The suspension 1100 may further include a spring, and the spring and the shock absorber 1 are connected between the vehicle body and the corresponding wheel. When connecting, the spring and the shock absorber 1 may occupy different installation spaces separately, or the spring may be sleeved on the shock absorber 1 to save installation space, which is not limited herein.

[0064] The shock absorber 1 includes a fixed component and a moving component capable of linear motion relative to the fixed component. When the shock absorber 1 is connected to the vehicle body and the wheel, its moving component can be connected to the vehicle body, and its fixed component can be connected to the wheel; alternatively, its fixed component can be connected to the vehicle body, and its moving component can be connected to the wheel.

[0065] The vehicle control method according to the embodiments of the present disclosure is applicable to any shock absorber capable of actively adjusting the output under the action of a power component, and is not limited herein. In some embodiments, the shock absorber 1 is directly implemented as a power component. For example, the shock absorber is a linear motor or an electric cylinder, and the moving component of the shock absorber is the output shaft of the motor or the electric cylinder. In other embodiments, the moving component of the shock absorber 1 can be driven by a power component. For example, the hydraulic shock absorber of an active suspension needs to be driven by a motor-driven bi-directional pump. The moving component of the hydraulic shock absorber includes a piston rod, and the fixed component includes a cylinder barrel.

[0066] The suspension system 1100 may further include a drive control circuit for driving the shock absorber 1 to operate. The drive control circuit may be an integrated controller or may be formed by connecting discrete electronic components, and is not limited herein. The control device 1300 can output a control signal to the drive control circuit and control the operation of the shock absorber 1 through the drive control circuit. For example, if the power component of the suspension is a motor, the drive control circuit is the drive control circuit of the motor, such as a motor controller. The control device 1300 is connected to the motor controller to output a control signal to the motor controller, and then control the motor to rotate at a desired speed and output a desired torque through the motor controller.

[0067] Figure 2 The structural schematic diagram of the shock absorber 1 according to some embodiments is shown. In these embodiments, as Figure 2 shown, the shock absorber 1 is a hydraulic shock absorber, and the shock absorber 1 includes a piston rod 3, a piston assembly 5, and a cylinder barrel 8. The cylinder barrel 8 is filled with a liquid medium 7.

[0068] The piston body of the piston assembly 5 is slidably and fittingly connected to the inner wall of the cylinder barrel 8. The piston assembly 5 divides the inner cavity of the cylinder barrel 8 into two independently sealed chambers, namely the upper chamber 4 and the lower chamber 6. The piston rod 3 is connected to the piston body to move together with the piston body. The piston rod 3 extends out through the upper chamber 4 of the cylinder barrel 8. The shock absorber 11 is connected to the vehicle body 19 through the piston rod 3, and is connected to the unsprung parts 22 of the vehicle through the cylinder barrel 8. Specifically, the unsprung parts 22 may be wheels, for example, and the cylinder barrel 8 may be connected to the wheels through connection structures such as being fixed to the swing arm or the steering knuckle.

[0069] In Figure 2In an embodiment, the shock absorber 1 further includes a bi-directional hydraulic pump 14. The bi-directional hydraulic pump 14 is connected to the lower chamber 6 of the cylinder block 8 through a pipeline 20 and to the upper chamber 4 of the cylinder block 8 through a pipeline 21. The shock absorber 1 further includes a motor 15 that drives the bi-directional hydraulic pump 14 to operate. For example, when the motor 15 rotates forward, it drives the bi-directional hydraulic pump 14 to rotate forward. The bi-directional hydraulic pump 14 transports the liquid medium 7 in the upper chamber 4 of the cylinder block 8 to the lower chamber 6 of the cylinder block 8 through the pipelines 20 and 21, realizing the stretching of the shock absorber 1, and further stretching the suspension height to realize the elevation of the height between the vehicle body and the corresponding wheel. Correspondingly, when the motor 15 rotates in the reverse direction, it drives the bi-directional hydraulic pump 14 to rotate in the reverse direction. The bi-directional hydraulic pump 14 transports the liquid medium 7 in the lower chamber 6 of the cylinder block 8 to the upper chamber 4 of the cylinder block 8 through the pipelines 20 and 21, realizing the compression of the shock absorber 1, and further compressing the suspension height to realize the reduction of the height between the vehicle body and the corresponding wheel. Vice versa, which will not be elaborated here.

[0070] Pressure sensors 9 and 18 can be provided at the inlets and outlets of the cylinder barrel 8 respectively for detecting the hydraulic pressures of the upper chamber 4 and the lower chamber 6. The on-off valves 10 and 17 respectively control the on-off of the hydraulic pipelines 20 and 21 to realize the pressure maintenance and adjustment of the shock absorber. To compensate for the pressure balance during the operation of the shock absorber 1, accumulator devices 13 and 16 are respectively added to the pipelines 20 and 21. The outlet of the bi-directional hydraulic pump 14 is connected to the hydraulic pipelines 11 and 12 to realize hydraulic transmission.

[0071] In Figure 2 In an embodiment, the piston assembly 5 may further include a compression relief valve 5.2 and a rebound relief valve 5.1 provided in the piston body to control the maximum hydraulic pressure in the shock absorber 1 through the compression relief valve 5.2 and the rebound relief valve 5.1. Here, the hydraulic pressure is the pressure exerted by the liquid medium 7 (such as hydraulic oil) in the shock absorber 12 on the piston assembly 5. When the hydraulic pressure in the shock absorber 1 exceeds the set maximum hydraulic pressure threshold, the relief valve will open, thereby protecting the shock absorber 1 from damage. For example, when the bi-directional hydraulic pump 14 transports the liquid medium 7 from the lower chamber 6 to the upper chamber 4 to realize the compression action, if the hydraulic pressure in the upper chamber 4 exceeds the opening threshold of the compression relief valve 5.2, the compression relief valve 5.2 will open, thereby restricting the continuous increase of the hydraulic pressure in the upper chamber 4. Another example is that when the bi-directional hydraulic pump 14 transports the liquid medium 7 from the upper chamber 4 to the lower chamber 6 to realize the stretching action, if the hydraulic pressure in the lower chamber 6 exceeds the opening threshold of the rebound relief valve 5.1, the rebound relief valve 5.1 will open, thereby restricting the continuous increase of the hydraulic pressure in the lower chamber 6.

[0072] The vehicle states detected by the detection device 1200 include, for example, at least one of vehicle height, vehicle body speed, vehicle body acceleration, tire pressure of wheels, wheel height, wheel force, hydraulic pressure in the upper chamber of the shock absorber, hydraulic pressure in the lower chamber of the shock absorber, etc. The detection device 1200 includes at least one type of sensor. The detection device 1200 includes, for example, an acceleration sensor, a speed sensor, a pressure sensor, a height sensor, etc. One sensor is used to detect at least one vehicle state of the vehicle. The type of sensor included in the detection device 1200 can be set according to the needs of the control device 1300 to implement the control method according to the embodiments of the present disclosure, and will not be limited herein.

[0073] In one embodiment, shock absorbers 1 may be provided at each wheel of the vehicle, respectively for adjusting the body height corresponding to each wheel.

[0074] Figure 3 A vehicle control method of an embodiment is shown.

[0075] As Figure 3 shown, the vehicle control method of this embodiment may include the following steps S3100 to S3200:

[0076] Step S3100, determine the first wheel of the vehicle.

[0077] Among them, the first wheel may be a wheel with a target load of zero. That is, it is necessary to adjust the load of the first wheel to zero so that the vehicle travels in a three-wheel (excluding the first wheel) state.

[0078] The first wheel in this embodiment may be one wheel or a wheel group.

[0079] In one example, a wheel group may include multiple wheels arranged side by side at one end of a connecting shaft.

[0080] In another example, a wheel group may include multiple wheels provided on the same connecting shaft of the vehicle, or multiple wheels provided on the same side of the vehicle.

[0081] In one embodiment, multiple wheels of the vehicle may be displayed on the central control screen of the vehicle. In response to an operation by the user to select any one of the wheels, the wheel selected by the user is used as the first wheel.

[0082] In another embodiment, the wheel with a flat tire may be used as the first wheel.

[0083] On the basis of this embodiment, it may be to detect the tire pressure of each tire of the vehicle, and according to the tire pressure, detect whether a flat tire event occurs in the vehicle. In the case where a flat tire event occurs in the vehicle, the flat tire wheel may be used as the first wheel.

[0084] Specifically, the vehicle can detect the tire pressure of each tire according to a preset detection frequency. The detection frequencies of the tire pressures of different tires can be the same or different, which is not limited herein.

[0085] In one example, the tire pressure of each tire can be detected synchronously.

[0086] Further, determining whether a tire blowout event occurs based on the tire pressure can include: when the tire pressure of any wheel is less than or equal to a preset tire pressure threshold, determining that a tire blowout event occurs for the vehicle; and / or when the change rate of the tire pressure of any wheel is greater than or equal to a preset change rate threshold, determining that a tire blowout event occurs for the vehicle.

[0087] Among them, the tire pressure threshold and the change rate threshold can be respectively set in advance according to the application scenario or specific requirements. For example, the tire pressure threshold can be 160 kPa, and the change rate threshold can be 15%.

[0088] The change rate of the tire pressure of any wheel can be expressed as: (P2 - P1) / P1, where P2 is the tire pressure of this wheel detected this time, and P1 is the tire pressure of this wheel detected last time. The difference between the detection times of P1 and P2 is one detection cycle of the tire pressure.

[0089] On the basis of determining the first wheel of the vehicle, the wheel on the same connecting shaft as the first wheel can be used as the second wheel; the wheel on the same side of the vehicle as the first wheel can be used as the third wheel, and the wheel diagonally arranged relative to the first wheel on the vehicle can be used as the fourth wheel.

[0090] Further, the first wheel and the second wheel can be arranged on the front axle of the vehicle. Then, the third wheel and the fourth wheel can be arranged on the rear axle of the vehicle. Or, the first wheel and the second wheel can be arranged on the rear axle of the vehicle. Then, the third wheel and the fourth wheel can be arranged on the front axle of the vehicle.

[0091] Still further, the first wheel and the third wheel can both be located on the left side of the vehicle. Then, the second wheel and the fourth wheel are both located on the right side of the vehicle; or, the first wheel and the third wheel are both located on the right side of the vehicle. Then, the second wheel and the fourth wheel are both located on the left side of the vehicle.

[0092] Step S3200, adjust the position of the center of mass of the vehicle by adjusting the body posture so that the load on the first wheel is zero.

[0093] In this embodiment, the load on the wheel can be the force exerted by the vehicle body on the wheel, and the direction of this force can be vertically downward to the ground.

[0094] In an embodiment where the first wheel includes a single wheel or multiple wheels arranged side by side at one end of a connecting shaft, the load on the first wheel is zero, that is, the first wheel does not bear the weight of the vehicle body, but the second, third, and fourth wheels of the vehicle bear the weight of the vehicle body, enabling the vehicle to travel in a three-wheel state.

[0095] Through this embodiment, the vehicle body balance can be maintained during three-wheel driving, ensuring the safe driving of the vehicle and guaranteeing the personal safety of the driver.

[0096] When the load on the first wheel is zero, the second moment of the load of the second wheel about the centroid, the third moment of the load of the third wheel about the centroid, and the fourth moment of the load of the fourth wheel about the centroid reach equilibrium.

[0097] Among them, the load of the second wheel can be determined according to the vehicle body height corresponding to the second wheel, the load of the third wheel can be determined according to the vehicle body height corresponding to the third wheel, and the load of the fourth wheel can be determined according to the vehicle body height corresponding to the fourth wheel.

[0098] In an embodiment of the present disclosure, a first mapping data reflecting the mapping relationship between the vehicle body height and the load can be established, so as to obtain the load corresponding to any wheel according to the vehicle body height corresponding to the wheel and the first mapping data.

[0099] In this embodiment, the first mapping data can be a first mapping function or a first look-up table, etc., which is not limited herein.

[0100] For the first mapping function, the dependent variable of the first mapping function is the load, and the independent variable is the vehicle body height corresponding to the wheel. In this way, substituting the vehicle body height corresponding to any wheel into the first mapping function can obtain the load corresponding to this vehicle body height.

[0101] For the first look-up table, the load corresponding to the vehicle body height corresponding to the wheel can be found in the first look-up table. If the vehicle body height corresponding to the wheel cannot be directly found in the first look-up table, two adjacent values to the vehicle body height corresponding to the wheel can be found, and based on these two values and the loads corresponding to these two values respectively, the load corresponding to this vehicle body height can be obtained by interpolation as the load of the wheel.

[0102] In an embodiment of the present disclosure, the second moment, the third moment, and the fourth moment can reach equilibrium when the following formula is satisfied:

[0103]

[0104] Among them, M2 x is the component of the second moment in the length direction of the vehicle, M3x is the component of the third moment in the longitudinal direction of the vehicle, M4 x is the component of the fourth moment in the longitudinal direction of the vehicle, M2 y is the component of the second moment in the lateral direction of the vehicle, M3 y is the component of the third moment in the lateral direction of the vehicle, M4 y is the component of the fourth moment in the lateral direction of the vehicle.

[0105] In this embodiment, the longitudinal direction and the lateral direction of the vehicle are relative to the entire vehicle and are both parallel to the ground. During the process of adjusting the center of mass of the vehicle, the longitudinal direction and the lateral direction of the vehicle do not change with the change of the vehicle body attitude.

[0106] In the example as Figure 4 shown, the left front wheel FL of the vehicle is the first wheel, the right front wheel FR is the second wheel, the left rear wheel RL is the third wheel, the right rear wheel RR is the fourth wheel, and 22 represents the center of mass of the vehicle. The load of the first wheel is G1, the load of the second wheel is G2, the load of the third wheel is G3, and the load of the fourth wheel is G4. X represents the longitudinal direction of the vehicle, and Y represents the lateral direction of the vehicle. The distance between the center of the first wheel and the center of mass in the longitudinal direction, and the distance between the second wheel and the center of mass in the longitudinal direction are both X1. The distance between the center of the third wheel and the center of mass in the longitudinal direction, and the distance between the fourth wheel and the center of mass in the lateral direction are X2. The distance between the center of the first wheel and the center of mass in the lateral direction is Y1, the distance between the center of the second wheel and the center of mass in the lateral direction is Y2, the distance between the center of the third wheel and the center of mass in the lateral direction is Y3, and the distance between the center of the fourth wheel and the center of mass in the lateral direction is Y4. Among them, the front track of the vehicle can be expressed as A = Y1 + Y2, the rear track of the vehicle can be expressed as B = Y3 + Y4, and the wheelbase of the vehicle can be expressed as L = X1 + X2.

[0107] Then, the component of the second moment in the longitudinal direction of the vehicle can be expressed as M2 x = G2 * X1, the component of the third moment in the longitudinal direction of the vehicle can be expressed as M3 x = G3 * X2, the component of the fourth moment in the longitudinal direction of the vehicle can be expressed as M4 x = G4 * X2, the component of the second moment in the lateral direction of the vehicle can be expressed as M2 y = G2 * Y2, the component of the third moment in the lateral direction of the vehicle can be expressed as M3 y = G3 * Y3, the component of the fourth moment in the lateral direction of the vehicle can be expressed as M4 y = G4 * Y4.

[0108] In an embodiment where the first wheel includes a plurality of wheels disposed on a connecting shaft of a vehicle, the load on the first wheel is zero, and the weight of the vehicle body may be borne by the wheels on another connecting shaft of the vehicle, so that the vehicle travels in a two-wheel state.

[0109] In this embodiment, the moment of the load on the wheels on the other connecting shaft of the vehicle about the center of mass reaches equilibrium.

[0110] Specifically, the components of the moment of the load on the wheels on the other connecting shaft about the center of mass in the width direction of the vehicle are equal, and the components of the moment of the load on the wheels on the other connecting shaft about the center of mass in the length direction of the vehicle are both zero.

[0111] Through this embodiment, the vehicle body can be kept balanced during the two-wheel driving process, ensuring the safe driving of the vehicle and guaranteeing the personal safety of the driver.

[0112] In an embodiment where the first wheel includes a plurality of wheels disposed on the same side of the vehicle, the load on the first wheel is zero, and the weight of the vehicle body may be borne by the wheels on the other side of the vehicle, so that the vehicle travels in a two-wheel state.

[0113] Specifically, the components of the moment of the load on the wheels on the other side about the center of mass in the length direction of the vehicle are equal, and the components of the moment of the load on the wheels on the other side about the center of mass in the width direction of the vehicle are zero.

[0114] Through this embodiment, the vehicle body can be kept balanced during the two-wheel driving process, ensuring the safe driving of the vehicle and guaranteeing the personal safety of the driver.

[0115] In an embodiment of the present disclosure, adjusting the position of the center of mass by adjusting the body attitude may include: adjusting the position of the center of mass within a target area, where the target area is an area other than the first wheel area.

[0116] In one embodiment, the area corresponding to each wheel may be determined in advance according to the application scenario or specific requirements. Then, the first wheel area is the wheel area corresponding to the first wheel.

[0117] In one example, as Figure 5a shown, the symmetry line in the length direction and the symmetry line in the width direction of the vehicle may be determined. These two symmetry lines divide the vehicle into four areas, and the area where each wheel is located may be used as the corresponding wheel area.

[0118] In another embodiment, it may also be to divide the wheel area corresponding to each wheel according to the position of the center of mass before adjusting the body attitude of the vehicle, that is, the position of the center of mass before performing step S3200.

[0119] Specifically, as Figure 5bAs shown, it may be to determine a first straight line passing through the centroid and parallel to the longitudinal direction of the vehicle, and a second straight line passing through the centroid and parallel to the lateral direction of the vehicle. The first straight line and the second straight line may divide the vehicle into four regions, and each region where a wheel is located may be used as the corresponding wheel region.

[0120] In the example as Figure 5b shown, O is the centroid position of the vehicle. During the process of performing step S3200 to adjust the position of the centroid of the vehicle, the wheel region corresponding to each wheel may change with the centroid position or may remain unchanged. This is not limited herein.

[0121] Specifically, as Figure 5a and Figure 5b shown, the wheel region corresponding to the left front wheel FL is region 1, the wheel region corresponding to the right front wheel FR is region 2, the wheel region corresponding to the left rear wheel RL is region 3, and the wheel region corresponding to the right rear wheel RR is region 4.

[0122] On this basis, when the first wheel is the left front wheel FL, the first wheel region is region 1, and the target region may include regions 2, 3, and 4; when the first wheel is the right front wheel FR, the first wheel region is region 2, and the target region may include regions 1, 3, and 4; when the first wheel is the left rear wheel RL, the first wheel region is region 3, and the target region may include regions 1, 2, and 4; when the first wheel is the right rear wheel RR, the first wheel region is region 4, and the target region may include regions 1, 2, and 3.

[0123] In still another embodiment of the present disclosure, the size of the first wheel region may also be determined according to at least one of the vehicle body attitude and the vehicle motion state. Among them, the first wheel region may be a rectangle, and the size of the first wheel region may be represented by at least one side length of the first wheel region.

[0124] In the embodiment of determining the size of the first wheel region according to the vehicle body attitude, the size of the first wheel region may be determined according to the vehicle body height corresponding to the first wheel.

[0125] Specifically, a third mapping data reflecting the mapping relationship between the vehicle body height and the size of the first wheel region may be established in advance, so as to obtain the size of the first wheel region according to the vehicle body height corresponding to the first wheel and the third mapping data.

[0126] In this embodiment, the third mapping data may be a third mapping function or a third look-up table, etc., which is not limited herein.

[0127] For the third mapping function, the dependent variable of the third mapping function is the size of the first wheel area, and the independent variable is the vehicle body height corresponding to the first wheel. In this way, by substituting the vehicle body height corresponding to the first wheel into the third mapping function, the size of the first wheel area corresponding to this vehicle body height can be obtained.

[0128] For the third look-up table, the size of the first wheel area corresponding to the vehicle body height corresponding to the wheel can be found in the third look-up table. If the vehicle body height corresponding to the wheel cannot be directly found in the third look-up table, two adjacent values corresponding to the vehicle body height corresponding to the wheel can be found, and based on these two values and the sizes of the first wheel areas respectively corresponding to these two values, the size of the first wheel area corresponding to this vehicle body height can be obtained by means of interpolation as the size of the first wheel area.

[0129] In the embodiment of determining the size of the first wheel area according to the vehicle body attitude, it can also be to determine the size of the first wheel area according to the tilt angle of the vehicle body relative to the ground.

[0130] Specifically, a fourth mapping data reflecting the mapping relationship between the tilt angle and the size of the first wheel area can be established in advance, so as to obtain the size of the first wheel area according to the tilt angle and the fourth mapping data.

[0131] In this embodiment, the fourth mapping data can be a fourth mapping function, or a fourth look-up table, etc., which is not limited herein.

[0132] For the fourth mapping function, the dependent variable of the fourth mapping function is the size of the first wheel area, and the independent variable is the tilt angle. In this way, by substituting the tilt angle into the fourth mapping function, the size of the first wheel area corresponding to this tilt angle can be obtained.

[0133] For the fourth look-up table, the size of the first wheel area corresponding to the tilt angle can be found in the fourth look-up table. If the tilt angle cannot be directly found in the fourth look-up table, two adjacent values corresponding to the tilt angle can be found, and based on these two values and the sizes of the first wheel areas respectively corresponding to these two values, the size of the first wheel area corresponding to this tilt angle can be obtained by means of interpolation as the size of the first wheel area.

[0134] In the embodiment of determining the size of the first wheel area according to the vehicle motion state, it can be to determine the size of the first wheel area according to the steering angle of the vehicle.

[0135] Specifically, a fifth mapping data reflecting the mapping relationship between the steering angle and the size of the first wheel area can be established in advance, so as to obtain the size of the first wheel area according to the steering angle and the fifth mapping data.

[0136] In this embodiment, the fifth mapping data may be a fifth mapping function or a fifth look-up table, etc., which is not limited herein.

[0137] For the fifth mapping function, the dependent variable of the fifth mapping function is the size of the first wheel area, and the independent variable is the steering angle. In this way, by substituting the steering angle into the fifth mapping function, the size of the first wheel area corresponding to the steering angle can be obtained.

[0138] For the fifth look-up table, the size of the first wheel area corresponding to the steering angle can be found in the fifth look-up table. If the steering angle cannot be directly found in the fifth look-up table, two adjacent values to the steering angle can be found, and based on these two values and the sizes of the first wheel areas respectively corresponding to these two values, the size of the first wheel area corresponding to the steering angle can be obtained by means of interpolation as the size of the first wheel area.

[0139] In the embodiment of determining the size of the first wheel area according to the vehicle motion state, it may also be to determine the size of the first wheel area according to the driving speed of the vehicle.

[0140] Specifically, a sixth mapping data reflecting the mapping relationship between the driving speed and the size of the first wheel area may be established in advance, so as to obtain the size of the first wheel area according to the driving speed and the sixth mapping data.

[0141] In this embodiment, the sixth mapping data may be a sixth mapping function or a sixth look-up table, etc., which is not limited herein.

[0142] For the sixth mapping function, the dependent variable of the sixth mapping function is the size of the first wheel area, and the independent variable is the driving speed. In this way, by substituting the driving speed into the sixth mapping function, the size of the first wheel area corresponding to the driving speed can be obtained.

[0143] For the sixth look-up table, the size of the first wheel area corresponding to the driving speed can be found in the sixth look-up table. If the driving speed cannot be directly found in the sixth look-up table, two adjacent values to the driving speed can be found, and based on these two values and the sizes of the first wheel areas respectively corresponding to these two values, the size of the first wheel area corresponding to the driving speed can be obtained by means of interpolation as the size of the first wheel area.

[0144] Through this embodiment, by adjusting the position of the centroid within the target area, the load on the first wheel can be avoided from increasing, and the centroid can also be quickly adjusted to a position where the load on the first wheel is zero, enabling the vehicle body to quickly reach a stable state.

[0145] In an embodiment of the present disclosure, the target area is such that in the longitudinal direction of the vehicle, the distance between the first wheel and the center of mass is greater than the distance between the third wheel and the center of mass; or, the target area is such that in the lateral direction of the vehicle, the distance between the first wheel and the center of mass is greater than the distance between the second wheel and the center of mass.

[0146] When the target area is such that in the longitudinal direction of the vehicle, the distance between the first wheel and the center of mass is greater than the distance between the third wheel and the center of mass, the position of the center of mass is adjusted within the target area, and the center of mass moves towards the position of the third wheel to reduce the load on the first wheel.

[0147] In the example as Figure 5a and Figure 5b shown, when the first wheel is the left front wheel FL, the first wheel area is Area 1. The target area where the distance between the first wheel and the center of mass is greater than the distance between the third wheel and the center of mass in the longitudinal direction of the vehicle may include Area 3 and Area 4; when the first wheel is the right front wheel FR, the first wheel area is Area 2. The target area where the distance between the first wheel and the center of mass is greater than the distance between the third wheel and the center of mass in the longitudinal direction of the vehicle may include Area 3 and Area 4; when the first wheel is the left rear wheel RL, the first wheel area is Area 3. The target area where the distance between the first wheel and the center of mass is greater than the distance between the third wheel and the center of mass in the longitudinal direction of the vehicle may include Area 1 and Area 2; when the first wheel is the right rear wheel RR, the first wheel area is Area 4. The target area where the distance between the first wheel and the center of mass is greater than the distance between the third wheel and the center of mass in the longitudinal direction of the vehicle may include Area 1 and Area 2.

[0148] When the target area is such that in the lateral direction of the vehicle, the distance between the first wheel and the center of mass is greater than the distance between the second wheel and the center of mass, the position of the center of mass is adjusted within the target area, and the center of mass moves towards the position of the second wheel to reduce the load on the first wheel.

[0149] In the example as Figure 5a and Figure 5bIn the example shown, when the first wheel is the left front wheel FL, the first wheel area is area 1, and the target area where the distance between the first wheel and the center of mass is greater than the distance between the second wheel and the center of mass in the vehicle width direction may include areas 2 and 4; when the first wheel is the right front wheel FR, the first wheel area is area 2, and the target area where the distance between the first wheel and the center of mass is greater than the distance between the second wheel and the center of mass in the vehicle width direction may include areas 1 and 3; when the first wheel is the left rear wheel RL, the first wheel area is area 3, and the target area where the distance between the first wheel and the center of mass is greater than the distance between the second wheel and the center of mass in the vehicle width direction may include areas 2 and 4; when the first wheel is the right rear wheel RR, the first wheel area is area 4, and the target area where the distance between the first wheel and the center of mass is greater than the distance between the second wheel and the center of mass in the vehicle width direction may include areas 1 and 3.

[0150] Through this embodiment, the target area can be such that in the vehicle length direction, the distance between the first wheel and the center of mass is greater than the distance between the third wheel and the center of mass, and also such that in the vehicle width direction, the distance between the first wheel and the center of mass is greater than the distance between the second wheel and the center of mass. Therefore, when adjusting the position of the center of mass, the position of the center of mass can be adjusted in both the vehicle length direction and the vehicle width direction, enabling the vehicle to achieve the effect of adjusting the center of mass to a position where the load on the first wheel is zero under various working conditions. Herein, the working conditions of the vehicle can represent the body attitude and driving road conditions of the vehicle before adjusting the center of mass.

[0151] In an embodiment of the present disclosure, adjusting the position of the center of mass by adjusting the body attitude may include: adjusting the body attitude by adjusting the body height corresponding to other wheels. Herein, the other wheels are any wheel other than the first wheel in the vehicle.

[0152] Specifically, adjusting the body height corresponding to any wheel can be achieved by adjusting the height of the suspension corresponding to that wheel. Herein, the suspension can connect the corresponding wheel and the body, and then, the height of the suspension is the distance between the first position on the wheel where the suspension is connected and the second position on the body where the suspension is connected.

[0153] Furthermore, adjusting the center of mass to move away from the first wheel can reduce the load on the first wheel. Therefore, adjusting the center of mass to move away from the first wheel can adjust the center of mass to a position where the load on the first wheel is zero.

[0154] Furthermore, adjusting the body attitude by adjusting the body height corresponding to other wheels so that the load on the first wheel is zero may include at least one of the following: raising the body height corresponding to the second wheel and the body height corresponding to the third wheel, and the body height corresponding to the second wheel is higher than the body height corresponding to the third wheel; lowering the body height corresponding to the second wheel; lowering the body height corresponding to the fourth wheel; lowering the body height corresponding to the third wheel.

[0155] In an embodiment where the body attitude is adjusted by adjusting the body height corresponding to other wheels, including raising the body height corresponding to the second wheel and the body height corresponding to the third wheel, and the body height corresponding to the second wheel is higher than the body height corresponding to the third wheel, the fact that the body height corresponding to the second wheel is higher than the body height corresponding to the third wheel can cause the center of mass of the vehicle to move towards the wheel area corresponding to the third wheel and the wheel area corresponding to the fourth wheel, so as to reduce the load on the first wheel. Moreover, since both the body height corresponding to the second wheel and the body height corresponding to the third wheel are raised, the load on the first wheel can be further reduced. In this way, the center of mass can be adjusted to a position where the load on the first wheel is zero.

[0156] In an embodiment where the body attitude is adjusted by adjusting the body height corresponding to other wheels, including lowering the body height corresponding to the second wheel, lowering the body height corresponding to the second wheel can cause the center of mass of the vehicle to move towards the wheel area corresponding to the second wheel, so as to reduce the load on the first wheel, and further the center of mass can be adjusted to a position where the load on the first wheel is zero.

[0157] In an embodiment where the body attitude is adjusted by adjusting the body height corresponding to other wheels, including lowering the body height corresponding to the third wheel, lowering the body height corresponding to the third wheel can cause the center of mass of the vehicle to move towards the wheel area corresponding to the third wheel, so as to reduce the load on the first wheel, and further the center of mass can be adjusted to a position where the load on the first wheel is zero.

[0158] In an embodiment where the body attitude is adjusted by adjusting the body height corresponding to other wheels, including lowering the body height corresponding to the fourth wheel, lowering the body height corresponding to the fourth wheel can cause the center of mass of the vehicle to move towards the wheel area corresponding to the fourth wheel, so as to reduce the load on the first wheel, and further the center of mass can be adjusted to a position where the load on the first wheel is zero.

[0159] For any wheel, raising the body height corresponding to the wheel can be achieved by stretching the shock absorber 1 corresponding to the wheel, thereby raising the suspension height. Specifically, the control device 1300 can control the opening of the switch valves 10 and 17, enabling the pipeline to be connected. The motor 15 drives the bidirectional hydraulic pump 14 to rotate forward to work. The liquid medium 7 enters the lower chamber 6 through the pipelines 12 and 20, and pressure is quickly built up inside the cylinder block 8. Through the pressure sensors 9 and 17, the hydraulic pressures in the upper chamber 4 and the lower chamber 6 are respectively detected, and the detected hydraulic pressures are transmitted to the control device 1300 for the control device 1300 to calculate the force actually provided by the shock absorber 1 to the body according to the hydraulic pressures in the upper chamber 4 and the lower chamber 6. The pressure difference between the upper and lower chambers in the cylinder barrel 8 generates a hydraulic force, pushing the piston assembly 5 and the piston rod 3 to move upward relative to the cylinder barrel 8. The liquid medium in the other upper chamber 4 flows out and returns to the bidirectional hydraulic pump 14 through the pipelines 21 and 11, realizing the hydraulic cycle. At the same time, the piston rod 3 drives the body side 19 to move upward with the same force. When the height sensor detects that the corresponding body height reaches the corresponding target height, the control device 1300 controls the switch valves 10 and 17 to close, and the motor 15 stops working and enters the standby mode. When the height sensor detects an obvious change in the corresponding body height, or when the hydraulic pressures detected by the pressure sensors 9 and 17 decrease, the control device 1300 calculates according to the ECU model, controls the switch valves 10 and 17 to be reconnected, and the motor 15 works again, enabling the shock absorber 1 to apply a force to the body to maintain the body's stability. During the process of providing an upward force to the body, the accumulator 16 can be used to store the hydraulic pressure, stabilize the pressure change of the shock absorber, and help the shock absorber build pressure quickly; the accumulator 13 can be used to compensate for the pressure difference caused by the upward movement of the shock absorber piston rod 3 and balance the pressure of the shock absorber.

[0160] For any one wheel, reducing the vehicle body height corresponding to the wheel can be achieved by compressing the shock absorber 1 corresponding to the wheel, thereby reducing the suspension height. Specifically, the control device 1300 can control the opening of the switching valves 10 and 17, so that the pipeline is connected, and the motor 15 drives the bi-directional hydraulic pump 14 to reverse and work. The liquid medium 7 enters the upper chamber 4 through the pipelines 11 and 21, and pressure is rapidly built up inside the cylinder block 8. Through the pressure sensors 9 and 17, the hydraulic pressures in the upper chamber 4 and the lower chamber 6 are respectively detected, and the detected hydraulic pressures are transmitted to the control device 1300 for the control device 1300 to calculate the force actually provided by the shock absorber 1 to the vehicle body according to the hydraulic pressures in the upper chamber 4 and the lower chamber 6. The pressure difference between the upper and lower chambers in the cylinder barrel 8 generates a hydraulic force, which pushes the piston assembly 5 and the piston rod 3 to move downward relative to the cylinder barrel 8, and the liquid medium in the other lower chamber 6 flows out and returns to the bi-directional hydraulic pump 14 through the pipelines 20 and 12 to realize the hydraulic cycle. At the same time, the piston rod 3 drives the vehicle body side 19 to also move downward under the same force. When the height sensor detects that the corresponding vehicle body height reaches the corresponding target height, the control device 1300 controls the switching valves 10 and 17 to close, and the motor 15 stops working and enters the standby mode. When the height sensor detects an obvious change in the corresponding vehicle body height, or when the hydraulic pressures detected by the pressure sensors 9 and 17 decrease, the control device 1300 calculates according to the ECU model, controls the switching valves 10 and 17 to be reconnected, and the motor 15 works again, so that the shock absorber 1 applies a force to the vehicle body to maintain the stability of the vehicle body. During the process of providing a downward force to the vehicle body, the accumulator 13 can be used to store the hydraulic force, stabilize the pressure change of the shock absorber, and help the shock absorber build pressure quickly; the accumulator 16 can be used to compensate for the pressure difference caused by the upward movement of the piston rod 3 of the shock absorber and balance the pressure of the shock absorber 1.

[0161] In this embodiment, during the three-wheel driving process of the vehicle, closing the switching valves 10 and 17 and making the motor and the bi-directional hydraulic pump enter the standby mode can reduce the working time of the bi-directional hydraulic pump, avoid overheating caused by the long-term operation of the bi-directional hydraulic pump, and reduce the power consumption of the bi-directional hydraulic pump.

[0162] Through this embodiment, the corresponding vehicle body height can be adjusted by adjusting the suspension height corresponding to other wheels, so as to realize the adjustment of the vehicle body attitude.

[0163] In the embodiment where the first wheel includes a plurality of wheels arranged on a connecting shaft of the vehicle, it can be to adjust the suspension height corresponding to the wheels on the other connecting shaft of the vehicle to realize the adjustment of the vehicle body attitude.

[0164] Specifically, it can be to reduce the suspension height corresponding to the wheels on the other connecting shaft, that is, to reduce the vehicle body height corresponding to the wheels on the other connecting shaft, so that the center of mass moves to the other connecting shaft, so as to achieve the effect of adjusting the center of mass to make the load of the first wheel zero.

[0165] In an embodiment where the first wheel includes a plurality of wheels provided on the same side of the vehicle, the load on the first wheel is zero, and the weight of the vehicle body can be borne by the wheels on the other side of the vehicle, such that the vehicle travels in a two-wheel state.

[0166] Specifically, it can be to reduce the suspension height corresponding to the wheels on the other side, that is, to reduce the vehicle body height corresponding to the wheels on the other side, so that the center of mass moves to the other side of the vehicle, so as to achieve the effect of adjusting the center of mass to make the load on the first wheel zero.

[0167] In an embodiment of the present disclosure, adjusting the position of the center of mass by adjusting the vehicle body attitude to make the load on the first wheel zero may include: adjusting the center of mass into the target area; adjusting the position of the center of mass within the target area so that the load on the first wheel is zero.

[0168] In this embodiment, first adjusting the center of mass into the target area and then adjusting the position of the center of mass within the target area can quickly adjust the center of mass to a position where the load on the first wheel is zero, so that the vehicle body quickly reaches a stable state.

[0169] In an embodiment of the present disclosure, adjusting the center of mass into the target area may include: adjusting the vehicle body height corresponding to the second wheel to a first target height, and adjusting the vehicle body height corresponding to the third wheel to a second target height; wherein, the first target height is greater than the second target height.

[0170] In this embodiment, the first target height and the second target height may be set in advance according to the application scenario or specific requirements, or may be calculated according to the vehicle body height corresponding to at least one wheel before adjusting the center of mass.

[0171] Furthermore, it can be to raise the vehicle body height corresponding to the second wheel to the first target height and raise the vehicle body height corresponding to the third wheel to the second target height, so that the vehicle body height corresponding to the second wheel is greater than the vehicle body height corresponding to the third wheel. In this way, the center of mass can be adjusted into the target area.

[0172] The method of raising the vehicle body height corresponding to the second wheel and the vehicle body height corresponding to the third wheel may be to stretch the shock absorbers corresponding to the second wheel and the third wheel and raise the suspension height corresponding to the second wheel and the third wheel. Specifically, reference may be made to the control method of the shock absorbers in the foregoing embodiments, which will not be elaborated herein.

[0173] In an embodiment of the present disclosure, adjusting the position of the centroid within the target area such that the load on the first wheel is zero may include: reducing the body height corresponding to the fourth wheel such that the load on the first wheel is zero. The method of reducing the body height corresponding to the fourth wheel may be to compress the shock absorber corresponding to the fourth wheel and reduce the suspension height corresponding to the fourth wheel. Specifically, reference may be made to the method of compressing the shock absorber in the foregoing embodiment, which will not be elaborated herein.

[0174] While keeping the body heights corresponding to the second wheel and the third wheel unchanged, reducing the body height corresponding to the fourth wheel may cause the centroid to move in the direction closer to the fourth wheel, which can not only ensure that the centroid is always within the target area during the adjustment process, but also quickly adjust the centroid to a position where the load on the first wheel is zero.

[0175] In an embodiment of the present disclosure, the method may further include: adjusting the tilt angle of the vehicle body relative to the ground such that the absolute value of the tilt angle is less than or equal to an angle threshold.

[0176] Wherein, the angle threshold may be preset according to the application scenario or specific requirements. For example, the angle threshold may be 5 degrees.

[0177] Specifically, the tilt angle of the vehicle body relative to the ground may be adjusted by adjusting the body height corresponding to any one of the vehicle's wheels.

[0178] Further, adjusting the tilt angle of the vehicle body relative to the ground such that the absolute value of the tilt angle is less than or equal to the angle threshold may include: detecting the tilt angle of the vehicle body relative to the ground; and when the absolute value of the tilt angle is greater than the angle threshold, adjusting the body height corresponding to the fourth wheel until the absolute value of the tilt angle is less than or equal to the angle threshold.

[0179] When the load on the first wheel is zero, if the tilt angle is greater than the angle threshold, it indicates that the body height corresponding to the first wheel is too high and the body height corresponding to the fourth wheel is too low. In order to reduce the body height corresponding to the first wheel, the body height corresponding to the fourth wheel may be lifted such that the absolute value of the tilt angle of the vehicle body relative to the ground is less than or equal to the angle threshold.

[0180] The method of lifting the body height corresponding to the fourth wheel may be to stretch the shock absorber corresponding to the fourth wheel and raise the suspension height corresponding to the fourth wheel. Specifically, reference may be made to the method of stretching the shock absorber in the foregoing embodiment, which will not be elaborated herein.

[0181] When the load on the first wheel is non-zero, if the tilt angle is greater than the angle threshold, it indicates that the body height corresponding to the first wheel is too low and the body height corresponding to the fourth wheel is too high. To make the load on the first wheel zero and reduce the absolute value of the tilt angle, the body height corresponding to the fourth wheel can be lowered until the absolute value of the tilt angle of the body relative to the ground is less than or equal to the angle threshold.

[0182] Through this embodiment, when the absolute value of the tilt angle of the body relative to the ground is greater than the angle threshold, by adjusting the body height corresponding to the fourth wheel, the body attitude can be quickly adjusted to a stable state.

[0183] On this basis, adjusting the position of the center of mass by adjusting the body attitude to make the load on the first wheel zero may include: adjusting the position of the center of mass and the tilt angle until the absolute value of the tilt angle is less than or equal to the angle threshold and the load on the first wheel is zero.

[0184] In this embodiment, by adjusting the position of the center of mass and the tilt angle of the body relative to the ground until the absolute value of the tilt angle of the body relative to the ground is less than or equal to the angle threshold and the load on the first wheel is zero, the vehicle can maintain body balance when driving in a three-wheel state, improving the stability and safety of three-wheel driving of the vehicle.

[0185] In an embodiment of the present disclosure, the method may further include: when the load on the first wheel is zero, controlling the first wheel to lift off the ground.

[0186] In this embodiment, when the load on the first wheel is zero, controlling the first wheel to lift off the ground may be to reduce the height between the first wheel and the body while keeping the body height corresponding to the first wheel unchanged, that is, compressing the shock absorber corresponding to the first wheel and reducing the height of the corresponding suspension.

[0187] When the first tire is a flat tire, controlling the flat tire to leave the ground can avoid the flat tire being impacted by a potholed road surface and improve the safety of the vehicle.

[0188] In an embodiment of the present disclosure, the method may further include steps S3110 to S3130 as shown below:

[0189] Step S3110, detecting the current driving speed of the vehicle through the vehicle speed sensor.

[0190] Step S3120, when the current driving speed is greater than a preset speed threshold, determining the third braking force of the third wheel according to the current driving speed; according to the third braking force, determining the second braking force of the second wheel and the fourth braking force of the fourth wheel, so that the second braking force, the third braking force, and the fourth braking force satisfy the following braking torque balance formula:

[0191] F2 * y2 + F4 * y4 = F3 * y3

[0192] Among them, F2 represents the second braking force, F3 represents the third braking force, F4 represents the fourth braking force, y2 represents the distance between the center of the second wheel and the center of mass in the vehicle width direction, y3 represents the distance between the center of the third wheel and the center of mass in the vehicle width direction, and y4 represents the distance between the center of the fourth wheel and the center of mass in the vehicle width direction.

[0193] In one embodiment, determining the third braking force of the third wheel according to the current driving speed includes: looking up a second look-up table of the mapping relationship between the braking force and the driving speed according to the current driving speed, and obtaining the braking force corresponding to the current driving speed as the third braking force.

[0194] Further, the third braking force corresponding to the current driving speed can be looked up in the second look-up table. If the current driving speed cannot be directly found in the second look-up table, two values adjacent to the current driving speed can be found, and according to these two values and the braking forces corresponding to these two values respectively, the braking force corresponding to the current driving speed can be obtained by interpolation means as the third braking force.

[0195] Furthermore, the second look-up table can also represent the mapping relationship between multiple speed ranges and the braking force. Then, it can be to look up the second look-up table to determine the braking force corresponding to the speed range to which the current driving speed belongs as the third braking force.

[0196] In this embodiment, the determined second braking force and fourth braking force according to the third braking force may not be the only solutions, as long as the third braking force, the obtained second braking force, and the fourth braking force satisfy the above braking torque balance formula.

[0197] Step S3130, control vehicle braking according to the second braking force, the third braking force, and the fourth braking force.

[0198] Specifically, it can be to control the braking device corresponding to the second tire to apply the second braking force to the second tire; control the braking device corresponding to the third tire to apply the third braking force to the third tire; control the braking device corresponding to the fourth tire to apply the fourth braking force to the fourth tire.

[0199] Since the position of the center of mass of the vehicle is adjusted, if the same braking force is applied to the second tire, the third tire, and the fourth tire, the vehicle body may tilt during braking.

[0200] Therefore, in this embodiment, when braking the vehicle, the second braking force applied to the second tire, the third braking force applied to the third tire, and the fourth braking force applied to the fourth tire satisfy the braking torque balance, which can ensure the vehicle body stability during braking.

[0201] Figure 6 The block diagram of the vehicle control device according to an embodiment of the present disclosure is shown. As Figure 6 shown, the vehicle control device 6000 may include a wheel determination module 6100 and an attitude adjustment module 6200. The wheel determination module 6100 is configured to determine the first wheel of the vehicle, and the first wheel is the wheel with a target load of zero; the attitude adjustment module 6200 is configured to adjust the position of the center of mass of the vehicle by adjusting the body attitude of the vehicle so that the load of the first wheel is zero.

[0202] In an embodiment of the present disclosure, the attitude adjustment module 6200 may further be configured to:

[0203] Adjust the position of the center of mass within the target area, where the target area is the area other than the first wheel area.

[0204] In an embodiment of the present disclosure, the target area is such that in the longitudinal direction of the vehicle, the distance between the first wheel and the center of mass is greater than the distance between the third wheel and the center of mass; wherein, the third wheel and the first wheel are on the same side of the vehicle; or,

[0205] The target area is such that in the width direction of the vehicle, the distance between the first wheel and the center of mass is greater than the distance between the second wheel and the center of mass; wherein, the second wheel and the first wheel are on the same connecting shaft of the vehicle.

[0206] In an embodiment of the present disclosure, the attitude adjustment module 6200 may further be configured to:

[0207] Adjust the body attitude by adjusting the body height corresponding to other wheels, where the other wheels are the wheels other than the first wheel in the vehicle.

[0208] In an embodiment of the present disclosure, the attitude adjustment module 6200 may further include:

[0209] The first adjustment unit is configured to adjust the center of mass into the target area; the target area is the area other than the first wheel area;

[0210] The second adjustment unit is configured to adjust the position of the center of mass within the target area so that the load of the first wheel is zero.

[0211] In one embodiment of the present disclosure, the first adjustment unit is further configured to:

[0212] Adjust the body height corresponding to the second wheel of the vehicle to a first target height;

[0213] Adjust the body height corresponding to the third wheel of the vehicle to a second target height;

[0214] Wherein, the second wheel and the first wheel are located on the same connecting shaft of the vehicle, and the third wheel and the first wheel are located on the same side of the vehicle; the first target height is greater than the second target height.

[0215] In one embodiment of the present disclosure, the second adjustment unit is further configured to:

[0216] Lower the body height corresponding to the fourth wheel of the vehicle so that the load on the first wheel is zero; wherein, the fourth wheel and the first wheel are diagonally arranged in the vehicle.

[0217] In one embodiment of the present disclosure, the vehicle control device 6000 further includes:

[0218] An inclination angle adjustment module, configured to adjust the inclination angle of the body relative to the ground so that the absolute value of the inclination angle is less than or equal to an angle threshold;

[0219] The attitude adjustment module 6200 is further configured to:

[0220] Adjust the centroid position and the inclination angle until the absolute value of the inclination angle is less than or equal to the angle threshold and the load on the first wheel is zero.

[0221] In one embodiment of the present disclosure, the inclination angle adjustment module is further configured to:

[0222] Detect the inclination angle of the body relative to the ground; when the absolute value of the inclination angle is greater than the angle threshold, adjust the body height corresponding to the fourth wheel of the vehicle until the absolute value of the inclination angle is less than or equal to the angle threshold; wherein, the fourth wheel and the first wheel are diagonally arranged in the vehicle.

[0223] In one embodiment of the present disclosure, the vehicle control device 6000 further includes:

[0224] A wheel lifting module, configured to control the first wheel to lift off the ground when the load on the first wheel is zero.

[0225] Figure 7 Shows a block diagram of the controller according to an embodiment of the present disclosure.

[0226] AsFigure 7 As shown, the controller 7000 includes a memory 7200 and a processor 7100. The memory 7200 stores a computer program for controlling the operation of the processor 7100 to execute the method according to any embodiment of the present disclosure.

[0227] This embodiment also provides a suspension system. In one example, the suspension system 8000 can be, for example, the suspension system 1000 as Figure 1 shown.

[0228] In another example, as Figure 8 shown, the suspension system 8000 may include an independent suspension 8100 and a control device 8200. The independent suspension 8100 includes shock absorbers connecting the vehicle body to each wheel; the control device 8200 is configured to determine a first wheel of the vehicle and control at least one shock absorber to act to adjust the position of the vehicle's center of mass so that the load on the first wheel is zero, and the first wheel is a wheel with a target load of zero.

[0229] In one embodiment, the control device 8200 can be the aforementioned vehicle control device 6000 or the aforementioned controller 7000.

[0230] At least one shock absorber controlled by the control device 8200 can include at least one of the shock absorbers corresponding to the second wheel, the third wheel, and the fourth wheel, and on this basis, can also include the shock absorber corresponding to the first wheel.

[0231] This embodiment also provides a vehicle, which can include the controller, vehicle control device, or suspension system described in the foregoing embodiments.

[0232] The vehicle can be a vehicle with independent front and rear axles, two-wheel drive or four-wheel drive.

[0233] The vehicle in this embodiment can be a fuel vehicle or a vehicle provided with a power battery, specifically, it can be a pure electric vehicle or a hybrid vehicle.

[0234] In one example, the vehicle can also have at least one of other hardware structures such as an engine, a motor controller, a sensing device, an input device, an interface device, an output device, a motor, and a power battery, which are not limited herein.

[0235] The rear end (the end connected to the flywheel) of the engine can be connected to the input end of the reducer through a clutch, and the output end of the reducer is connected to the wheel axle so that the wheels can be driven to rotate by the engine.

[0236] The motor controller is used to control the operation of the motor according to the control instructions sent by the processor. For example, it controls the motor to output torque to drive the wheel axle to rotate; or, it controls the motor to feed back electrical energy to the power battery, etc.

[0237] The sensing device may include various sensors, etc. For example, it includes at least one of a rotational speed sensor, an attitude sensor, a temperature sensor, a humidity sensor, a pressure sensor, etc.

[0238] The input device may include a key circuit, a touch screen, a microphone, a knob circuit, a throttle control device with a throttle pedal, a brake control device with a brake pedal, etc.

[0239] The interface device may include a headphone interface, a diagnostic interface of an On Board Diagnostics (OBD), a charging interface, a USB interface, etc.

[0240] The output device may include a display screen, a speaker, various indicator lights, etc.

[0241] When the motor is used as an electric motor, the power battery can be used to supply electrical energy to the motor.

[0242] This embodiment provides a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, it executes the method described in any method embodiment of the present disclosure.

[0243] The present invention may be a system, a method, and / or a computer program product. The computer program product may include a computer-readable storage medium, on which computer-readable program instructions are loaded for enabling a processor to implement various aspects of the present invention.

[0244] A computer-readable storage medium can be a tangible device that can retain and store instructions for use by an instruction execution device. A computer-readable storage medium may be, for example—but not limited to—an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium include: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), a memory stick, a floppy disk, a mechanically encoded device, such as a punched card or raised structures in grooves having instructions stored thereon, and any suitable combination of the foregoing. The computer-readable storage medium as used herein is not construed to be a transitory signal per se, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagating through a waveguide or other transmission medium (e.g., an optical pulse through an optical fiber cable), or an electrical signal transmitted through a wire.

[0245] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to respective computing / processing devices, or can be downloaded to an external computer or an external storage device through a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network may include a copper transmission cable, an optical fiber transmission, a wireless transmission, a router, a firewall, a switch, a gateway computer, and / or an edge server. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in a computer-readable storage medium in each computing / processing device.

[0246] The computer program instructions for performing the operations of the present invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine - related instructions, microcode, firmware instructions, state - setting data, or source code or object code written in any combination of one or more programming languages, including object - oriented programming languages such as Smalltalk, C++, etc., and conventional procedural programming languages such as the "C" language or similar programming languages. The computer - readable program instructions may be executed entirely on the user's computer, partially on the user's computer, executed as a stand - alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider). In some embodiments, by using the state information of the computer - readable program instructions to customize an electronic circuit, such as a programmable logic circuit, a field - programmable gate array (FPGA), or a programmable logic array (PLA), the electronic circuit can execute the computer - readable program instructions to implement various aspects of the present invention.

[0247] Aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer - readable program instructions.

[0248] These computer - readable program instructions can be provided to a processor of a general - purpose computer, a special - purpose computer, or other programmable data - processing apparatus to produce a machine such that the instructions, when executed by the processor of the computer or other programmable data - processing apparatus, create a means for implementing the functions / acts specified in one or more blocks of the flowchart and / or block diagram. These computer - readable program instructions can also be stored in a computer - readable storage medium that causes a computer, a programmable data - processing apparatus, and / or other devices to function in a particular manner, such that the computer - readable medium storing the instructions comprises a manufacture that includes instructions for implementing various aspects of the functions / acts specified in one or more blocks of the flowchart and / or block diagram.

[0249] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device, causing a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process such that the instructions executed on the computer, other programmable data processing apparatus, or other device implement the functions / acts specified in one or more boxes of the flowchart and / or block diagram.

[0250] The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagram may represent a module, a segment of code, or a portion of an instruction, which contains one or more executable instructions for implementing the specified logical function. In some alternative implementations, the functions noted in the blocks may occur out of the order noted in the figures. For example, two consecutive blocks may in fact be executed substantially in parallel, or they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block of the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented by a dedicated hardware-based system that performs the specified functions or acts, or by a combination of dedicated hardware and computer instructions. As will be apparent to those of ordinary skill in the art, implementations by hardware, by software, and by a combination of software and hardware are equivalent.

[0251] The embodiments of the present invention have been described above. The above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The choice of terms used herein is intended to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the market, or to enable other ordinary skill in the art to understand the embodiments disclosed herein. The scope of the present invention is defined by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: Determine a first wheel of the vehicle, where the first wheel is a wheel with a target load of zero; Adjust the position of the center of mass of the vehicle by adjusting the body attitude of the vehicle so that the load on the first wheel is zero; Wherein, adjusting the position of the center of mass by adjusting the body attitude of the vehicle includes: Adjust the position of the center of mass within a target area, where the target area is an area other than the first wheel area; Wherein, the first wheel area is determined according to at least one of the body attitude and the vehicle motion state. Determining the first wheel area according to the body attitude includes determining the first wheel area according to at least one of the body height corresponding to the first wheel and the inclination angle of the body relative to the ground; determining the first wheel area according to the vehicle motion state includes determining the first wheel area according to at least one of the steering angle of the vehicle and the driving speed of the vehicle.

2. The method according to claim 1, characterized in that The target area is such that in the longitudinal direction of the vehicle, the distance between the first wheel and the center of mass is greater than the distance between a third wheel and the center of mass; wherein, the third wheel and the first wheel are on the same side of the vehicle; or, The target area is such that in the width direction of the vehicle, the distance between the first wheel and the center of mass is greater than the distance between a second wheel and the center of mass; wherein, the second wheel and the first wheel are on the same connecting shaft of the vehicle.

3. The method according to claim 1 or 2, characterized in that, Adjusting the position of the center of mass by adjusting the body attitude of the vehicle includes: Adjust the body attitude by adjusting the body height corresponding to other wheels, where the other wheels are the wheels of the vehicle other than the first wheel.

4. The method according to claim 2, wherein Adjusting the position of the center of mass by adjusting the body attitude of the vehicle so that the load on the first wheel is zero includes: Adjust the center of mass into the target area; the target area is an area other than the first wheel area; Adjust the position of the center of mass within the target area so that the load on the first wheel is zero.

5. The method according to claim 4, wherein Adjusting the center of mass of the vehicle into the target area includes: Adjust the body height corresponding to the second wheel of the vehicle to a first target height; Adjust the body height corresponding to the third wheel of the vehicle to a second target height; Wherein, the second wheel and the first wheel are on the same connecting shaft of the vehicle, and the third wheel and the first wheel are on the same side of the vehicle; the first target height is greater than the second target height.

6. The method according to claim 5, characterized in that, Adjusting the position of the center of mass within the target area so that the load on the first wheel is zero includes: Lower the body height corresponding to the fourth wheel of the vehicle so that the load on the first wheel is zero; wherein, the fourth wheel and the first wheel are diagonally arranged in the vehicle.

7. The method according to claim 6, characterized in that, The method further includes: Adjust the inclination angle of the body relative to the ground so that the absolute value of the inclination angle is less than or equal to an angle threshold; Adjusting the position of the center of mass by adjusting the body attitude so that the load on the first wheel is zero includes: Adjust the position of the center of mass and the inclination angle until the absolute value of the inclination angle is less than or equal to the angle threshold and the load on the first wheel is zero.

8. The method according to claim 7, characterized in that, Adjusting the inclination angle of the vehicle body relative to the ground such that the absolute value of the inclination angle is less than or equal to an angle threshold includes: Detecting the inclination angle of the vehicle body relative to the ground; When the absolute value of the inclination angle is greater than the angle threshold, adjusting the body height corresponding to the fourth wheel of the vehicle until the absolute value of the inclination angle is less than or equal to the angle threshold; Wherein, the fourth wheel and the first wheel are diagonally arranged in the vehicle.

9. The method according to claim 8, characterized in that, The method further includes: When the load of the first wheel is zero, controlling the first wheel to lift off the ground.

10. A suspension system, characterized in that, Including: An independent suspension, the independent suspension including shock absorbers connecting the vehicle body to each wheel; A control device configured to determine the first wheel of the vehicle and control at least one shock absorber to act to adjust the position of the center of mass of the vehicle such that the load of the first wheel is zero, the first wheel being the wheel with a target load of zero; Wherein, when adjusting the position of the center of mass of the vehicle, the control device is specifically configured to: Adjust the position of the center of mass within a target area, the target area being an area other than the first wheel area; Wherein, the first wheel area is determined based on at least one of the vehicle body attitude and the vehicle motion state. Determining the first wheel area based on the vehicle body attitude includes determining the first wheel area based on at least one of the body height corresponding to the first wheel and the inclination angle of the vehicle body relative to the ground; determining the first wheel area based on the vehicle motion state includes determining the first wheel area based on at least one of the steering angle of the vehicle and the driving speed of the vehicle.

11. Controller, characterized in that, Including a memory and a processor, the memory storing executable instructions for controlling the processor to operate to execute the method according to any one of claims 1-9.

12. A vehicle, characterized in that, Including the suspension system according to claim 10 or the controller according to claim 11.

13. A vehicle control device, characterized in that, Including: A wheel determination module configured to determine the first wheel of the vehicle, the first wheel being the wheel with a target load of zero; An attitude adjustment module configured to adjust the position of the center of mass of the vehicle by adjusting the vehicle body attitude such that the load of the first wheel is zero; Wherein, the attitude adjustment module is specifically configured to: Adjust the position of the center of mass within a target area, the target area being an area other than the first wheel area; Wherein, the first wheel area is determined based on at least one of the vehicle body attitude and the vehicle motion state. Determining the first wheel area based on the vehicle body attitude includes determining the first wheel area based on at least one of the body height corresponding to the first wheel and the inclination angle of the vehicle body relative to the ground; determining the first wheel area based on the vehicle motion state includes determining the first wheel area based on at least one of the steering angle of the vehicle and the driving speed of the vehicle.

14. A computer-readable storage medium, characterized in that, On which a computer program is stored, the computer program when executed by a processor implements the method according to any one of claims 1 to 9.

Images