Vehicle control method, system, device, storage medium and vehicle

Abstract

The present invention provides a vehicle control method, system, device, storage medium and vehicle, the method comprising: when a first wheel is in a fault state, moving the counterweight to a second wheel diagonally opposite to the first wheel to adjust the center of mass position of the vehicle; after determining the center of mass position, adjusting the posture of the suspension system to control the vehicle to be three-wheeled. The present invention can counterweight the vehicle to change the center of mass position, and enter a three-wheeled driving posture based on the center of mass position, thereby improving the stability of three-wheeled driving.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a vehicle control method, system, electronic equipment, computer-readable storage medium and vehicle. Background Art

[0002] Due to reasons such as wheel quality and driving road conditions, the wheels of a vehicle may malfunction, such as a tire blowout. After a tire blowout, the tire's roll stiffness, lateral stiffness, and vertical stiffness decrease linearly, and the rolling resistance coefficient increases linearly, posing a hidden danger to driving safety.

[0003] At present, by adjusting the distance between the wheels and the body of the vehicle through active suspension, the posture of the vehicle changes, the center of mass of the vehicle can be changed, the tire-punctured wheel can be lifted off the ground, and the vehicle can travel on three wheels.

[0004] However, the current solution uses active suspension to adjust the vehicle's posture, but the center of mass only changes slightly. Although the vehicle can travel on three wheels, it has poor stability and cannot cope with complex driving scenarios. Summary of the invention

[0005] The embodiments of the present invention provide a vehicle control method, system, electronic device and readable storage medium to solve the problem of poor three-wheel driving stability in the prior art.

[0006] In a first aspect, an embodiment of the present invention provides a vehicle control method, wherein the vehicle includes a counterweight and a suspension system, and the method includes:

[0007] When the first wheel is in a faulty state, moving the counterweight to a second wheel on a diagonal side of the first wheel to adjust the center of mass position of the vehicle;

[0008] After determining the center of mass position, the posture of the suspension system is adjusted to control the vehicle to travel on three wheels.

[0009] Optionally, after determining the center of mass position, the step of adjusting the posture of the suspension system to control the vehicle to travel on three wheels comprises:

[0010] After determining the center of mass position, a target wheel other than the first wheel and the second wheel is determined, and the suspension corresponding to the target wheel is controlled to stretch so as to increase the suspension travel corresponding to the target wheel and control the vehicle to travel on three wheels.

[0011] Optionally, after determining the center of mass position, the step of adjusting the posture of the suspension system to control the vehicle to travel on three wheels comprises:

[0012] After determining the center of mass position, the suspension corresponding to the first wheel and / or the second wheel is controlled to be shortened to reduce the suspension travel corresponding to the first wheel and / or the second wheel and control the vehicle to travel on three wheels.

[0013] Optionally, the step of moving the counterweight to a second wheel on a diagonal side of the first wheel comprises:

[0014] When the first wheel is in a fault state, obtaining the driving torque of the vehicle;

[0015] Determine a center of mass offset distance corresponding to the driving moment, and a target center of mass position indicated by the center of mass offset distance;

[0016] According to the target center of mass position, the counterweight is controlled to move to the second wheel.

[0017] Optionally, the step of obtaining the driving torque of the vehicle includes:

[0018] When the first wheel is in a faulty state, the driving torque of the vehicle is calculated based on the acceleration of the vehicle.

[0019] Optionally, there are multiple counterweights; the step of controlling the counterweight to move to the second wheel according to the target center of mass position includes:

[0020] moving a plurality of counterweights to the second wheel one by one and obtaining a wheel load of each wheel;

[0021] Based on the wheel load, the current center of mass position of the vehicle is calculated, and when the current center of mass position is consistent with the target center of mass position, the movement of the counterweight is stopped.

[0022] Optionally, the step of calculating and obtaining the driving torque of the vehicle according to the acceleration of the vehicle includes:

[0023] When the vehicle is decelerating or accelerating, obtaining a current first acceleration of the vehicle; or

[0024] Acquiring a preset first acceleration of the vehicle; the preset first acceleration represents a maximum first acceleration when the vehicle is decelerating or accelerating;

[0025] The longitudinal driving moment of the vehicle is calculated according to the current first acceleration or the preset first acceleration.

[0026] Optionally, the step of calculating and obtaining the driving torque of the vehicle according to the acceleration of the vehicle includes:

[0027] When the vehicle turns, obtaining a current second acceleration of the vehicle; or

[0028] Acquiring a preset second acceleration of the vehicle; the preset second acceleration represents a maximum second acceleration when the vehicle is turning;

[0029] The lateral driving moment of the vehicle is calculated according to the current second acceleration or the preset second acceleration.

[0030] Optionally, the step of calculating and obtaining the driving torque of the vehicle according to the acceleration of the vehicle includes:

[0031] Acquire a first acceleration when the vehicle is decelerating or accelerating and a second acceleration when the vehicle is turning;

[0032] The longitudinal driving moment of the vehicle is calculated based on the first acceleration, and the lateral driving moment of the vehicle is calculated based on the second acceleration.

[0033] Optionally, the counterweight is oil, the suspension system is a hydraulic suspension system, and each wheel has a corresponding oil tank for containing the oil;

[0034] The step of moving the counterweight to a second wheel diagonally opposite to the first wheel comprises:

[0035] determining the fuel tanks of the wheels other than the second wheel as target fuel tanks;

[0036] The oil in the target oil tank is moved to the oil tank corresponding to the second wheel.

[0037] In a second aspect, an embodiment of the present invention provides a system, the system comprising a counterweight, a suspension system and a controller;

[0038] A controller is used to execute the vehicle control method described in the first aspect above.

[0039] In a third aspect, an embodiment of the present invention provides an electronic device, comprising: a processor, a communication interface, a memory, and a communication bus; wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0040] Memory, used to store computer programs;

[0041] The processor is used to implement the steps of the vehicle control method described in the first aspect when executing the program stored in the memory.

[0042] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle control method described in the first aspect above.

[0043] In a fifth aspect, an embodiment of the present invention provides a vehicle, comprising the system described in the second aspect above, or comprising the electronic device described in the third aspect above.

[0044] Compared with the prior art, the present invention has the following advantages:

[0045] In the embodiment of the present invention, when the first wheel is in a faulty state, the counterweight is moved to the second wheel on the diagonal side of the first wheel to adjust the center of mass position of the vehicle; after the center of mass position is determined, the posture of the suspension system is adjusted to control the vehicle to travel on three wheels. The center of mass position of the vehicle can be significantly adjusted by counterweight, and then the vehicle is made to travel on three wheels based on the center of mass position, which can avoid the inability to cope with complex driving scenarios due to only a slight change in the center of mass, and improve the stability of three-wheel travel.

[0046] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for describing the embodiments are briefly introduced below.

[0048] Figure 1 A schematic diagram of the steps of a vehicle control method provided by an embodiment of the present invention;

[0049] Figure 2 A schematic diagram of a vehicle tire blowout provided by an embodiment of the present invention;

[0050] Figure 3 A schematic diagram of the steps of another vehicle control method provided by an embodiment of the present invention;

[0051] Figure 4 A schematic diagram of a hydraulic suspension system and a counterweight system provided by an embodiment of the present invention;

[0052] Figure 5 Schematic diagram of other suspension systems and counterweight systems provided by embodiments of the present invention;

[0053] Figure 6 A schematic diagram of a counterweight system provided in an embodiment of the present invention;

[0054] Figure 7 A schematic diagram of a suspension system provided by an embodiment of the present invention;

[0055] Figure 8 A schematic diagram of the centroid position provided for an embodiment of the present invention;

[0056] Fig. 9 A flow chart of three-wheel driving provided by an embodiment of the present invention;

[0057] Fig.10 A schematic diagram of the structure of a system provided by an embodiment of the present invention;

[0058] Fig.11 A block diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0059] The exemplary embodiments of the present invention are described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can also be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present invention and to enable the scope of the present invention to be fully communicated to those skilled in the art.

[0060] During a tire blowout, the tire's roll stiffness, lateral stiffness, and vertical stiffness decrease linearly, and the rolling resistance coefficient increases linearly. Tire blowout accidents are unpredictable, and the location of the blowout is also uncertain. Therefore, after a vehicle has a single tire blowout or other events that make a single wheel unable to drive, it is particularly important for the driver to have a means to safely and efficiently move the vehicle and himself to a safe area.

[0061] Currently, the active suspension is used to output the main force to stretch or compress the suspension travel, thereby changing the body posture to change the center of mass position for three-wheel travel. However, the impact of this technology on the center of mass is affected by the suspension travel. The total suspension travel of current passenger cars is generally around 200 mm, which has little impact on the center of mass. Therefore, the vehicle stability is very poor when three-wheeled, and when accelerating or decelerating, it will cause the tire to touch the ground, making it impossible to travel on three wheels.

[0062] Figure 1 1 is a schematic diagram of the steps of a vehicle control method provided by an embodiment of the present invention, wherein the vehicle includes a counterweight and a suspension system, and the method includes:

[0063] Step 101, when a first wheel is in a fault state, moving the counterweight to a second wheel on a diagonal side of the first wheel to adjust the center of mass position of the vehicle;

[0064] In the disclosed embodiments, the vehicle control method may be executed by a device in the vehicle that has data processing capabilities, such as a central control device, an on-board terminal, a controller, and the like. The first wheel that is in a faulty state may be determined based on the status information of the wheel. The tire pressure information may be obtained by a tire pressure sensor, and the tire pressure information may be obtained every 0.5 seconds. Each wheel may correspond to its own tire pressure sensor, and based on the tire pressure information, it may be determined whether the wheel is faulty, and the fault may refer to a tire blowout. In addition, the status information may also be user-configured information, and the user may directly configure the status information of the wheel. For example, if the user finds that the wheel is damaged but not blown, in order to avoid further damage to the wheel, the wheel may be directly configured as the faulty wheel, i.e., the first wheel.

[0065] The counterweight included in the vehicle may be a solid or liquid counterweight, and the counterweight may be moved and controlled by a special counterweight system. The counterweight may be placed at any position of the vehicle, such as the geometric center of the vehicle or evenly placed at various positions of the vehicle. The counterweight movement instruction may be sent to the counterweight system, and the counterweight system performs the counterweight movement operation. If the counterweight system is the device with data processing capability in step 101, the counterweight system does not need to receive the counterweight movement instruction from other devices, and can directly perform the counterweight movement operation.

[0066] Center of mass is short for center of mass, which refers to an imaginary point on a material system where the mass is considered to be concentrated. By moving the counterweight to the second wheel on the diagonal side of the first wheel, the center of mass position of the vehicle can be changed to the greatest extent, moving the center of mass away from the first wheel and closer to the second wheel.

[0067] It is understood that the vehicle may refer to a vehicle with four wheels, when the first wheel is the right front wheel, the second wheel is the left rear wheel, and the first wheel and the second wheel are in diagonal positions. The first wheel may also be a wheel in other positions, and correspondingly, the position of the second wheel will also change.

[0068] Step 102: After determining the center of mass position, adjust the posture of the suspension system to control the vehicle to travel on three wheels.

[0069] After the adjustment of the center of mass position is completed, that is, the center of mass position is determined, a posture adjustment instruction can be sent to the suspension system of the vehicle to adjust the posture of the suspension system. The suspension system can adjust the suspension stroke corresponding to each wheel to stretch or shorten the suspension, thereby changing the driving mode of the vehicle. For example, the suspension system can stretch the suspension stroke corresponding to three wheels, shorten or keep the suspension stroke of another wheel unchanged, thereby making the vehicle travel with three wheels when it has four wheels, that is, the driving mode is three-wheel driving.

[0070] Figure 2 is a schematic diagram of a vehicle tire blowout provided by an embodiment of the present disclosure; Figure 2 The vehicle shown has four wheels, of which the right front wheel is the first wheel 201, and the three-wheel driving posture is the posture of the other three wheels except the first wheel 201. In addition, when all wheels are intact, that is, in the normal posture, the center of mass of the vehicle is at the geometric center of the vehicle; after a tire burst, in order to stabilize the three-wheel driving, after the counterweight and suspension system are adjusted, the center of mass shifts toward the direction of the second wheel, and the offset distance can be defined as the center of mass offset distance. When the vehicle is in stable three-wheel driving, the torque balance during stable three-wheel driving can be expressed by the following formula:

[0071]

[0072] in, It represents the moment equilibrium state of the vehicle in the three directions of xyz, m is the vehicle mass, g is the acceleration of gravity, H is the center of mass offset distance, F is the support force of the ground on the second wheel, and h is the distance from the second wheel to the vertical plane where the connecting line of the third wheel and the fourth wheel is located.

[0073] In summary, in the embodiment of the present invention, when the first wheel is in a faulty state, the counterweight is moved to the second wheel on the diagonal side of the first wheel to adjust the center of mass position of the vehicle; after the center of mass position is determined, the posture of the suspension system is adjusted to control the vehicle to travel on three wheels. The center of mass position of the vehicle can be significantly adjusted by counterweight, and then the vehicle can travel on three wheels based on the center of mass position, which can avoid the inability to cope with complex driving scenarios due to only a slight change in the center of mass, and improve the stability of three-wheel driving.

[0074] The following is a specific implementation process to illustrate the process of the vehicle control method according to the embodiment of the present invention. Figure 3 As shown, including:

[0075] Step 301, when a first wheel is in a fault state, moving the counterweight to a second wheel on a diagonal side of the first wheel to adjust the center of mass position of the vehicle;

[0076] Step 302: After determining the center of mass position, adjust the posture of the suspension system to control the vehicle to travel on three wheels.

[0077] The above steps 301-302 can refer to Figure 1 The contents of the embodiments of the present invention will not be repeated here.

[0078] Optionally, the counterweight is oil, the suspension system is a hydraulic suspension system, and each wheel has a corresponding oil tank for containing the oil;

[0079] The step of moving the counterweight to a second wheel diagonally opposite to the first wheel comprises:

[0080] determining the fuel tanks of the wheels other than the second wheel as target fuel tanks;

[0081] The oil in the target oil tank is moved to the oil tank corresponding to the second wheel.

[0082] In the disclosed embodiment, the counterweight may be oil, the suspension system may be a hydraulic suspension system, the suspension system may change the suspension stroke by means of oil, and the specific principle of the suspension system will not be described in detail here. In addition, the oil may be distributed and stored in the oil tank corresponding to each wheel, and the location of the oil tank may be next to the wheel, and the oil tanks of wheels other than the second wheel may be determined as target oil tanks, and the oil in the target oil tank may be moved to the oil tank corresponding to the second wheel. For example, if the first wheel is the right front wheel, the right front wheel, the left front wheel, and the right rear wheel may be used as target oil tanks, and part or all of the oil in the target oil tank may be moved to the oil tank of the second wheel, i.e., the left rear wheel.

[0083] Figure 4 Schematic diagram of the hydraulic suspension system and counterweight system provided by the embodiment of the present disclosure; each wheel corresponds to a group: hydraulic suspension 401, suspension connecting oil pipe 402, oil tank connecting oil pipe 403, three-position three-way valve 404, oil tank 405, and also two-way pump 406 and motor 407. The oil can be transported between the oil tanks 405 corresponding to different wheels, and can also be used for the hydraulic suspension 401 to stretch and shorten the suspension. When the first wheel is the right front wheel, when the counterweight system is working, the three-position three-way valves 404 of the left front wheel, the right front wheel, and the right rear wheel are opened in sequence, and the oil of the left front wheel, the right front wheel, and the right rear wheel are transported to the oil tank of the left rear wheel in sequence through the two-way pump, and the center of mass of the vehicle body will gradually move to the left rear.

[0084] It is understandable that the counterweight system and the suspension system may not be integrated. When the counterweight is oil or other objects, the suspension system may also be an air suspension system and an electromagnetic suspension system.

[0085] Figure 5 Schematic diagram of other suspension systems and counterweight systems provided by the embodiments of the present disclosure; each wheel corresponds to a group: air or electromagnetic active suspension 501, oil tank connecting pipe 502, two-position two-way valve 503, oil tank 504, and also a two-way pump 505 and a motor 506. The oil can be transported between the oil tanks 504 corresponding to different wheels, and the air or electromagnetic active suspension 501 can also stretch and shorten the suspension without using liquid oil. When the first wheel is the right front wheel, when the counterweight system is working, the two-position two-way valves 503 of the left front wheel, the right front wheel, and the right rear wheel are opened in sequence, and the oil of the left front wheel, the right front wheel, and the right rear wheel are transported to the oil tank of the left rear wheel in sequence through the two-way pump, and the center of mass of the vehicle body will gradually move to the left rear.

[0086] Figure 6 It is a schematic diagram of the counterweight system provided in an embodiment of the present disclosure; the counterweight system 601 includes an oil tank 6011 corresponding to each wheel, and the liquid oil between the multiple oil tanks 6011 can be transported to each other to change the center of mass of the vehicle.

[0087] By implementing the embodiments of the present disclosure, the oil is used as a counterweight, and the oil can also be used to work in a hydraulic suspension system, realizing the integration of the counterweight system and the suspension system, so that the vehicle has both counterweight and suspension functions while reducing the complexity of the vehicle. In addition, the oil is distributed and stored in the oil tank of each wheel, which can also ensure the stability of the vehicle operation when there is no tire blowout.

[0088] Optionally, after determining the center of mass position, the step 302 of adjusting the posture of the suspension system to control the vehicle to travel on three wheels includes:

[0089] Sub-step 3021, after determining the center of mass position, determine a target wheel other than the first wheel and the second wheel, control the suspension extension corresponding to the target wheel to increase the suspension travel corresponding to the target wheel and control the vehicle to travel on three wheels.

[0090] In the disclosed embodiment, after the center of mass position is adjusted, in order to enter a three-wheel driving posture, the target wheel other than the first wheel and the second wheel can be raised, and a suspension stretching command can be sent to the suspension system. The suspension system determines the suspension position to be stretched according to the suspension stretching command, and then stretches the suspension stroke corresponding to the target wheel.

[0091] For example, if the wheel with a flat tire is the right front wheel, the suspension travel of the right rear wheel and the left front wheel will be extended. At this time, if the suspension travel of the right front wheel and the left rear wheel remains unchanged, and since the counterweight has been moved to the left rear wheel, the vehicle can enter a three-wheel driving posture.

[0092] Figure 7 It is a schematic diagram of the suspension system provided in the embodiment of the present disclosure; the suspension system 701 can control the suspension 7011 corresponding to each wheel to stretch or shorten so as to change the suspension travel corresponding to each wheel, and then change the posture of the suspension system to control the vehicle to travel on three wheels.

[0093] When implementing the embodiments of the present disclosure, in the case where balancing has been performed, it is only necessary to stretch the suspension corresponding to the target wheel other than the tire having the flat tire, i.e., the first wheel and the second wheel, to increase the suspension stroke corresponding to the target wheel, and three-wheel driving can be achieved without changing the suspension stroke corresponding to all wheels, thereby improving the efficiency of entering three-wheel driving.

[0094] Optionally, after determining the center of mass position, the step 302 of adjusting the posture of the suspension system to control the vehicle to travel on three wheels includes:

[0095] Sub-step 3022, after determining the center of mass position, controlling the suspension corresponding to the first wheel and / or the second wheel to shorten, so as to reduce the suspension travel corresponding to the first wheel and / or the second wheel and control the vehicle to travel on three wheels.

[0096] In the disclosed embodiment, a suspension shortening instruction may be generated based on at least one of the first wheel and the second wheel, and the suspension system may shorten the suspension travel of the first wheel, shorten the suspension travel of the second wheel, or shorten the suspension travel of both the first wheel and the second wheel according to the specific content of the suspension shortening instruction. Any of the above three methods can enter three-wheel driving when the weight is already balanced.

[0097] It is understandable that the target wheel other than the first wheel and the second wheel can be stretched (the stretching range can be the maximum suspension travel), and the first wheel and the second wheel can be shortened at the same time to achieve a more stable three-wheel travel. The order of suspension adjustment can be to first stretch the suspension travel of the target wheel, at which time the target wheel bears most of the vehicle weight. Then, shorten the suspension travel of the second wheel, at which time the vehicle body posture will tilt toward the second wheel, and finally, slowly shorten the suspension travel of the first wheel to enter three-wheel travel.

[0098] When implementing the embodiments of the present disclosure, in the case where balancing has been performed, it is only necessary to shorten the suspension corresponding to the wheel with the flat tire, i.e., the first wheel and / or the second wheel, to enter three-wheel driving, without changing the suspension travel corresponding to all wheels, thereby improving the efficiency of entering three-wheel driving.

[0099] Optionally, when the first wheel is in a fault state, step 301 of moving the counterweight to a second wheel diagonally opposite to the first wheel comprises:

[0100] Sub-step 3011, when the first wheel is in a fault state, obtaining the driving torque of the vehicle;

[0101] Sub-step 3012, determining the mass center offset distance corresponding to the driving moment, and the target mass center position indicated by the mass center offset distance;

[0102] Sub-step 3013, controlling the counterweight to move to the second wheel according to the target center of mass position.

[0103] In the disclosed embodiment, since the vehicle may encounter complex operation scenarios such as starting and braking during driving, the vehicle will generate corresponding torque in these scenarios. The torque will cause the center of mass of the vehicle to shift. The shift of the center of mass of the vehicle may cause the vehicle with a faulty wheel to become unstable.

[0104] Therefore, the mass center offset distance corresponding to the driving torque can be determined according to the driving torque. It can be understood that the mass center offset distance refers to the offset relative to the initial mass center position. The initial mass center position refers to the mass center of the vehicle when all the wheels of the vehicle are intact, for example, it can be the geometric center of the vehicle (the center of the diagonal wheel connection line).

[0105] According to the center of mass offset distance, the corresponding target center of mass position can be obtained. It is understandable that when the vehicle is traveling on three wheels, if the center of mass of the vehicle exceeds the line connecting the target wheels other than the first and second wheels, the vehicle will become unstable. Therefore, a target center of mass position away from the first wheel (the tire-bursting wheel) can be determined based on the midpoint of the line connecting the target wheels and the center of mass offset distance. For example, if the driving torque is caused by braking, and the center of mass offset distance corresponding to the driving torque is A, then the position reached by extending the center of mass offset distance A backward based on the midpoint of the line connecting the target wheels is the target center of mass position.

[0106] According to the target center of mass position, the counterweight is moved to the second wheel. Since the first wheel is the wheel with a flat tire, moving the counterweight to the second wheel can move the center of mass position of the wheel backward, thereby reaching the target center of mass position.

[0107] Optionally, when the first wheel is in a faulty state, step 3011 of obtaining the driving torque of the vehicle includes:

[0108] Sub-step 30111, when the first wheel is in a faulty state, calculating the driving torque of the vehicle according to the acceleration of the vehicle.

[0109] In the disclosed embodiment, during the driving process of the vehicle, there will be some driving scenes with acceleration, such as braking, starting, etc. In terms of braking, braking will generate a forward force, which may cause the vehicle to be unable to stabilize in the three-wheel driving posture. Therefore, it is necessary to first calculate the corresponding driving torque according to the acceleration of the vehicle, and the corresponding driving torque can be calculated according to the acceleration, vehicle mass (for example, 1500 kg), and lever arm.

[0110] Optionally, there are multiple counterweights; the step 3013 of controlling the counterweight to move to the second wheel according to the target center of mass position includes:

[0111] Sub-step 30131, moving the plurality of counterweights to the second wheel one by one, and obtaining the wheel load of each wheel;

[0112] Sub-step 30132, based on the wheel load, calculate the current center of mass position of the vehicle, and when the current center of mass position is consistent with the target center of mass position, stop moving the counterweight.

[0113] In the embodiments of the present disclosure, it can be understood that when the counterweight is solid, such as a counterweight block, then the counterweight has multiple meanings that there are more than one counterweight block, and when the counterweight is liquid, such as oil, then the counterweight has multiple meanings that there are more than one unit (gram, kilogram) of oil.

[0114] Move the weights to the second wheel one by one, for example, transfer the oil corresponding to the wheels other than the second wheel to the oil tank of the second wheel. At this time, the wheel load (wheel load) of the second wheel will increase, and the wheel loads of other wheels will decrease, which will cause the center of mass of the vehicle to change. Obtain the wheel load of each wheel, and calculate the current center of mass position of the vehicle based on the wheel load. It can be calculated by the following formula:

[0115]

[0116]

[0117]

[0118]

[0119] Among them, F1, F2, F3, F4 are the wheel loads of the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively. The wheel load of the front wheel is Ffront, the wheel load of the rear wheel is Frear, the wheel load of the left wheel (2) is Fleft, and the wheel load of the right wheel (2) is Fright. The coordinate system is established with the left rear wheel as the origin, and the moment balance equation is:

[0120]

[0121]

[0122] Among them, it is known that the wheelbase of the left wheel and the right wheel is the first wheelbase x1+the second wheelbase x2, and the wheelbase of the front wheel and the rear wheel is the first wheelbase y1+the second wheelbase y2. According to the above equation, the current center of mass position (x1, y1) can be solved.

[0123] Figure 8 It is a schematic diagram of the center of mass position provided in an embodiment of the present disclosure; the four wheels correspond to the first wheel load F1, the second wheel load F2, the third wheel load F3, and the fourth wheel load F4. Finally, the position coordinates of the center of mass 801 are calculated in real time, and the calculation process will not be repeated.

[0124] In the process of continuously moving multiple counterweights to the second wheel one by one, the current center of mass position is calculated in real time. When the current center of mass position reaches the target center of mass position, that is, the two are consistent, the counterweight that has been moved can meet the requirements of stable three-wheel driving, and the counterweight is stopped from being moved further.

[0125] Optionally, the step of calculating and obtaining the driving torque of the vehicle according to the acceleration of the vehicle includes:

[0126] When the vehicle is decelerating or accelerating, obtaining a current first acceleration of the vehicle; or

[0127] Acquiring a preset first acceleration of the vehicle; the preset first acceleration represents a maximum first acceleration when the vehicle is decelerating or accelerating;

[0128] The longitudinal driving moment of the vehicle is calculated according to the current first acceleration or the preset first acceleration.

[0129] In the disclosed embodiment, vehicle deceleration may include vehicle braking (acceleration is a negative value), and may also include the vehicle decreasing from a high speed to a low speed (acceleration is a negative value). In addition, the vehicle may also be in the process of acceleration, which may be vehicle startup (acceleration is a positive value), or it may be increased from a low speed to a high speed (acceleration is a positive value). It should be noted that vehicle acceleration generates a backward force, and vehicle deceleration generates a forward force. When the right front wheel or the left front wheel of the vehicle has a tire burst, since the rear wheels are intact, acceleration will not affect the stability of the three-wheel driving, but deceleration will. When the right rear wheel or the left rear wheel of the vehicle has a tire burst, since the front wheels are intact, deceleration will not affect the stability of the three-wheel driving at this time, but acceleration will.

[0130] Therefore, for a tire blowout on the front wheel, what needs to be considered is the first acceleration during deceleration, and for a tire blowout on the rear wheel, what needs to be considered is the first acceleration during acceleration. Therefore, for different tire blowout scenarios (front tire or rear tire), the vehicle's driving torque is calculated based on different first accelerations. Based on the first acceleration, combined with the vehicle mass, the force generated in the longitudinal direction can be obtained, and combined with the pitch arm of the wheel, the corresponding longitudinal driving torque can be determined. Among them, the pitch arm is when the first acceleration or the second acceleration exists in the longitudinal direction. These accelerations will cause the vehicle body to pitch. When the body pitches, there is a corresponding pitch center. The distance between the center of mass and the pitch center is the pitch arm.

[0131] The specific value of the first acceleration may be the current first acceleration obtained in real time, that is, the acceleration during deceleration or acceleration obtained in real time. It is understandable that the first acceleration may also be a preset first acceleration tested in advance, for example, the first acceleration corresponding to a driving speed of 30 kilometers per hour and a braking time of 2 seconds obtained in the test; and the second acceleration corresponding to the acceleration time of 2 seconds when the vehicle accelerates from a stationary state to 30 kilometers per hour.

[0132] The preset first acceleration may be the acceleration when the vehicle is braking, because the speed decreases fastest when braking, and the first acceleration at this time is the largest. The calculation result obtained by calculating with the first acceleration when braking can cover other deceleration situations, and can meet the needs of stable three-wheel driving to the greatest extent. The preset first acceleration may also be the acceleration when the vehicle is started, and the speed increase at startup can be considered to be the fastest, and the first acceleration at this time is the largest. The calculation result obtained by calculating with the first acceleration when starting can cover other acceleration situations, and can meet the needs of stable three-wheel driving to the greatest extent.

[0133] Based on the longitudinal driving moment and the vehicle mass, the mass center offset distance corresponding to the longitudinal driving moment, namely the first mass center offset distance, can be determined. The first mass center offset distance refers to the mass center offset distance in the longitudinal direction, namely the forward direction of the vehicle.

[0134] By implementing the embodiments of the present disclosure, the corresponding longitudinal driving torque and the longitudinal center of mass offset distance can be calculated according to the first acceleration of acceleration or deceleration, the target center of mass position can be determined based on the center of mass offset distance, and the counterweight can be moved based on the target center of mass position, so that the configuration after the move can meet the above-mentioned driving scenario of acceleration or deceleration. When the acceleration and deceleration of the vehicle cause acceleration in the longitudinal direction, the vehicle can also maintain the stability of three-wheel driving, thereby improving the stability of three-wheel driving.

[0135] Optionally, the step of calculating and obtaining the driving torque of the vehicle according to the acceleration of the vehicle includes:

[0136] When the vehicle turns, obtaining a current second acceleration of the vehicle; or

[0137] Acquiring a preset second acceleration of the vehicle; the preset second acceleration represents a maximum second acceleration when the vehicle is turning;

[0138] The lateral driving moment of the vehicle is calculated according to the current second acceleration or the preset second acceleration.

[0139] In the disclosed embodiment, in addition to accelerating and decelerating in the longitudinal direction, the vehicle may also perform steering operations such as changing lanes and turning, and the vehicle will also generate corresponding lateral forces when turning. Therefore, the lateral driving torque of the vehicle can be calculated based on the second acceleration when the vehicle is turning. Based on the second acceleration, combined with the vehicle mass, the force generated in the lateral direction can be obtained, and combined with the roll arm of the wheel, the corresponding lateral driving torque can be determined. Among them, when the second acceleration exists in the lateral direction, it will cause the body of the vehicle to roll, and there is a corresponding roll center when the body rolls, and the distance between the center of mass and the roll center is the roll arm.

[0140] The specific value of the second acceleration may be obtained in real time when the vehicle is turning, that is, the current second acceleration. The preset second acceleration may be the second acceleration when the steering wheel is turned sharply, and the specific data of the second acceleration maximum preset second acceleration at this time may be obtained by pre-testing. Based on a similar process, the lateral driving torque of the vehicle is calculated according to the second acceleration and will not be described in detail here.

[0141] It is understandable that the direction of the turn can be left or right. Similar to the first acceleration of deceleration and the second acceleration of acceleration, if the left wheel of the vehicle has a tire blowout, only the second acceleration when turning left can be considered, and if the right wheel of the vehicle has a tire blowout, only the second acceleration when turning right can be considered.

[0142] By implementing the embodiments of the present disclosure, the corresponding lateral driving torque can be calculated according to the second acceleration during turning, and the lateral center of mass offset distance can be determined, which can be called the second center of mass offset distance. The target center of mass position is determined based on the center of mass offset distance, and the counterweight is moved based on the target center of mass position, so that the configuration after the move can meet the above-mentioned turning driving scenario. When the vehicle changes lanes or turns, resulting in lateral acceleration, the vehicle can maintain the stability of three-wheel driving, thereby improving the stability of three-wheel driving.

[0143] Optionally, the step of calculating and obtaining the driving torque of the vehicle according to the acceleration of the vehicle includes:

[0144] Acquire a first acceleration when the vehicle is decelerating or accelerating and a second acceleration when the vehicle is turning;

[0145] The longitudinal driving moment of the vehicle is calculated based on the first acceleration, and the lateral driving moment of the vehicle is calculated based on the second acceleration.

[0146] In the disclosed embodiment, the longitudinal driving torque and the lateral driving torque can also be calculated based on the first acceleration and the second acceleration at the same time, and the first center of mass offset distance and the second center of mass offset distance can be determined respectively based on the longitudinal driving torque and the lateral driving torque, so that the target center of mass position can be judged based on the first center of mass offset distance and the second center of mass offset distance at the same time, and then after the configuration movement is performed with the target center of mass position, the vehicle can simultaneously meet the complex driving scenarios of acceleration, deceleration, and steering, thereby further improving the stability of three-wheel driving.

[0147] It is understandable that when the vehicle is in a three-wheel driving posture, the vehicle body angle can be measured by an inertial measurement unit (IMU) sensor, and the body angle can include a pitch angle and a roll angle. Based on the body angle, the center of mass offset distance caused by the three-wheel driving posture is calculated.

[0148] When calculating the center of mass offset distance based on the vehicle body angle, the vehicle body angle may include a pitch angle and a roll angle. Based on the pitch angle, the first center of mass offset distance may also be calculated. Based on the roll angle, the first center of mass offset distance may also be calculated.

[0149] Since the target center of mass position ultimately required is used to deal with driving scenarios that generate driving torque. The three-wheel driving posture itself will produce a center of mass offset, including longitudinal center of mass offset and lateral center of mass offset. Then, on the basis that the three-wheel driving posture itself produces a center of mass offset, counterweighting is performed to compensate for the difference between the longitudinal center of mass offset distance corresponding to the three-wheel driving posture and the first center of mass offset distance, so that the target center of mass position indicated by the first center of mass offset distance can be achieved. The center of mass offset distance that needs to be compensated by counterweighting is:

[0150]

[0151]

[0152] Among them, Δd5 represents the mass center offset distance that needs to be compensated in the longitudinal direction, and Δd6 represents the mass center offset distance that needs to be compensated in the lateral direction. When both Δd5 and Δd6 are achieved by moving the counterweight, the movement configuration is stopped and the corresponding three-position three-way valve is adjusted to the disconnection mode. d1 is the longitudinal mass center offset distance corresponding to the three-wheel driving posture, and d2 is the lateral mass center offset distance corresponding to the three-wheel driving posture. d3 is the first mass center offset distance, and d4 is the second mass center offset distance.

[0153]

[0154]

[0155] Among them, M1 is the pitch moment, M2 is the roll moment, m is the vehicle mass, g is the gravitational acceleration, d3 is the first center of mass offset distance, and d4 is the second center of mass offset distance.

[0156] Fig. 9 It is a flowchart of three-wheel driving provided by an embodiment of the present disclosure; step 901, obtaining tire pressure information; step 902, determining whether there is a tire blowout; step 903, no tire blowout, normal driving; step 904, determining whether any wheel has a tire blowout; step 905, obtaining wheel load, and calculating the current center of mass position in real time; step 906, the counterweight system moves the counterweight; step 907, determining whether the current center of mass position reaches the target center of mass position, if not, continue with step 906; step 908, if the target center of mass position is reached, shortening the suspension travel of the first wheel and the second wheel, and extending the suspension travel of the target wheel; step 909, starting three-wheel driving.

[0157] In summary, when the first wheel is in a faulty state, the counterweight is moved to the second wheel on the diagonal side of the first wheel to adjust the center of mass position of the vehicle; after the center of mass position is determined, the posture of the suspension system is adjusted to control the vehicle to travel on three wheels. The center of mass position of the vehicle can be significantly adjusted by counterweight, and then the vehicle can travel on three wheels based on the center of mass position, which can avoid the inability to cope with complex driving scenarios due to only a slight change in the center of mass, and improve the stability of three-wheel driving.

[0158] Fig.10 is a schematic diagram of a system provided by an embodiment of the present invention, the system comprising a counterweight 1001, a suspension system 1002 and a controller 1003;

[0159] The controller 1003 is used to execute the steps of the vehicle control method in the above method embodiment.

[0160] The embodiment of the present invention further provides an electronic device, such as Fig.11 As shown, it includes a processor 1101 , a communication interface 1102 , a memory 1103 and a communication bus 1104 , wherein the processor 1101 , the communication interface 1102 , and the memory 1103 communicate with each other via the communication bus 1104 .

[0161] The memory 1103 is used to store computer programs.

[0162] When the processor 1101 is used to execute the program stored in the memory 1103, the following steps are implemented: when the first wheel is in a faulty state, the counterweight is moved to the second wheel on the diagonal side of the first wheel to adjust the center of mass position of the vehicle; after determining the center of mass position, the posture of the suspension system is adjusted to control the vehicle to travel on three wheels.

[0163] Among them, the processor 1101 can also implement other steps in the above-mentioned vehicle control method, which will not be repeated here.

[0164] The communication bus mentioned in the above electronic device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0165] The communication interface is used for communication between the above electronic device and other devices.

[0166] The memory may include a random access memory (RAM) or a non-volatile memory, such as at least one disk memory. Optionally, the memory may also be at least one storage device located away from the aforementioned processor.

[0167] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0168] In another embodiment provided by the present invention, a computer-readable storage medium is provided, in which instructions are stored. When the computer-readable storage medium is run on a computer, the computer executes the vehicle control method described in the above embodiment.

[0169] In another embodiment of the present invention, a computer program product including instructions is provided. When the computer program product is run on a computer, the computer executes the vehicle control method described in the above embodiment.

[0170] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented by software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present invention is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from one website, computer, server or data center to another website, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state hard disk SolidStateDisk (SSD)), etc.

[0171] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0172] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. For the embodiments of the device, electronic device, computer-readable storage medium and computer program products containing instructions, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiments.

[0173] The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention are included in the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that: The vehicle includes a counterweight and a suspension system, the method comprising: When the first wheel is in a faulty state, the counterweight is moved to a second wheel on a diagonal side of the first wheel to adjust the center of mass position of the vehicle; After determining the center of mass position, adjusting the posture of the suspension system to control the vehicle to travel on three wheels; The step of moving the counterweight to a second wheel diagonally opposite to the first wheel when the first wheel is in a fault state comprises: When the first wheel is in a fault state, obtaining a driving torque of the vehicle; the driving torque is a torque generated by the vehicle in a complex operation scenario; Determine a center of mass offset distance corresponding to the driving moment, and a target center of mass position indicated by the center of mass offset distance; According to the target center of mass position, the counterweight is controlled to move to the second wheel.

2. The method according to claim 1, characterized in that The step of adjusting the posture of the suspension system to control the vehicle to travel on three wheels after determining the center of mass position comprises: After determining the center of mass position, a target wheel other than the first wheel and the second wheel is determined, and the suspension corresponding to the target wheel is controlled to stretch so as to increase the suspension travel corresponding to the target wheel and control the vehicle to travel on three wheels.

3. The method according to claim 1, characterized in that The step of adjusting the posture of the suspension system to control the vehicle to travel on three wheels after determining the center of mass position comprises: After determining the center of mass position, the suspension corresponding to the first wheel and / or the second wheel is controlled to be shortened to reduce the suspension travel corresponding to the first wheel and / or the second wheel and control the vehicle to travel on three wheels.

4. The method according to claim 1, characterized in that: The step of obtaining the driving torque of the vehicle when the first wheel is in a faulty state comprises: When the first wheel is in a faulty state, the driving torque of the vehicle is calculated based on the acceleration of the vehicle.

5. The method according to claim 1, characterized in that There are multiple counterweights; and the step of controlling the counterweight to move to the second wheel according to the target center of mass position comprises: moving a plurality of counterweights to the second wheel one by one and obtaining a wheel load of each wheel; Based on the wheel load, the current center of mass position of the vehicle is calculated, and when the current center of mass position is consistent with the target center of mass position, the movement of the counterweight is stopped.

6. The method according to claim 4, characterized in that The step of calculating and obtaining the driving torque of the vehicle according to the acceleration of the vehicle comprises: When the vehicle is decelerating or accelerating, obtaining a current first acceleration of the vehicle; or Acquiring a preset first acceleration of the vehicle; the preset first acceleration represents a maximum first acceleration when the vehicle is decelerating or accelerating; The longitudinal driving moment of the vehicle is calculated according to the current first acceleration or the preset first acceleration.

7. The method according to claim 4, characterized in that The step of calculating and obtaining the driving torque of the vehicle according to the acceleration of the vehicle comprises: When the vehicle turns, obtaining a current second acceleration of the vehicle; or Acquiring a preset second acceleration of the vehicle; the preset second acceleration represents a maximum second acceleration when the vehicle is turning; The lateral driving moment of the vehicle is calculated according to the current second acceleration or the preset second acceleration.

8. The method according to claim 4, characterized in that The step of calculating and obtaining the driving torque of the vehicle according to the acceleration of the vehicle comprises: Acquire a first acceleration when the vehicle is decelerating or accelerating and a second acceleration when the vehicle is turning; The longitudinal driving moment of the vehicle is calculated based on the first acceleration, and the lateral driving moment of the vehicle is calculated based on the second acceleration.

9. The method according to claim 1, characterized in that: The counterweight is oil, the suspension system is a hydraulic suspension system, and each wheel has a corresponding oil tank for containing the oil; The step of moving the counterweight to a second wheel diagonally opposite to the first wheel comprises: determining the fuel tanks of the wheels other than the second wheel as target fuel tanks; The oil in the target oil tank is moved to the oil tank corresponding to the second wheel.

10. A vehicle control system, characterized in that: The system includes a counterweight, a suspension system, and a controller; The controller is used to execute the vehicle control method according to any one of claims 1-9.

11. An electronic device, characterized in that: include: A processor, a communication interface, a memory and a communication bus; wherein the processor, the communication interface and the memory communicate with each other via the communication bus; Memory, used to store computer programs; The processor is used to implement the steps in the vehicle control method as described in any one of claims 1 to 9 when executing the program stored in the memory.

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

13. A vehicle, characterized in that: The system comprises the system described in claim 10 above, or the electronic device comprises the electronic device described in claim 11 above.

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