Vehicle control methods, devices, suspension systems, controllers, vehicles and media

Abstract

This disclosure provides a vehicle control method, device, suspension system, controller, vehicle, and medium. The method includes: determining the first wheel of a vehicle that has experienced a tire blowout; and adjusting the position of the vehicle's center of gravity by adjusting the vehicle's body posture to make the load on the first wheel zero.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle design technology, 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 Technology

[0002] A tire blowout occurs when a tire loses most of its air in a very short time. Studies show that a large number of traffic accidents are caused by tire blowouts.

[0003] After a tire blowout, the vehicle tilts and veers off course, reducing its handling stability and making it impossible to drive normally, posing a serious threat to the driver's life. Summary of the Invention

[0004] One objective of this disclosure is to provide a technical solution for controlling the movement of a three-wheeled vehicle.

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

[0006] Identify the first wheel on the vehicle that experienced a tire blowout;

[0007] The position of the vehicle's center of gravity is adjusted by adjusting the vehicle's body posture, so that the load on the first wheel is zero.

[0008] Optionally, determining the first wheel from which the vehicle experienced a tire blowout includes:

[0009] Based on the tire pressure data of the vehicle's wheels, determine whether the wheel is the first wheel.

[0010] Optionally, determining whether a wheel is the first wheel based on the tire pressure data of the vehicle's wheels includes:

[0011] If the tire pressure data of the wheel indicates that the wheel meets at least one of the conditions for a tire blowout, the wheel is identified as the first wheel.

[0012] Optionally, the tire blowout conditions include a first condition that the tire pressure value of the wheel is less than or equal to a set tire pressure threshold, and a second condition that the tire pressure change rate of the wheel is greater than or equal to a set tire pressure change rate threshold.

[0013] Optionally, adjusting the position of the center of gravity by adjusting the vehicle's body posture includes:

[0014] Adjust the position of the center of mass within the target area, which is the area excluding the first wheel area.

[0015] Optionally, the target area is such that, along the length of the vehicle, the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity; wherein the third wheel and the first wheel are located on the same side of the vehicle; or,

[0016] The target area is such that, in the width direction of the vehicle, the distance between the first wheel and the center of gravity is greater than the distance between the second wheel and the center of gravity; wherein the second wheel and the first wheel are located on the same connecting axle of the vehicle.

[0017] Optionally, adjusting the position of the center of gravity by adjusting the vehicle's body posture includes:

[0018] The vehicle's posture is adjusted by adjusting the height of the other wheels, wherein the other wheels are those other than the first wheel in the vehicle.

[0019] Optionally, adjusting the position of the center of gravity by adjusting the vehicle's body posture to make the load on the first wheel zero includes:

[0020] The center of mass is adjusted to the target area; the target area is the area other than the area of ​​the first wheel.

[0021] Adjust the position of the center of mass within the target area so that the load on the first wheel is zero.

[0022] Optionally, adjusting the vehicle's center of gravity to the target area includes:

[0023] Adjust the vehicle's body height corresponding to the second wheel to the first target height;

[0024] Adjust the vehicle's body height corresponding to the third wheel to the second target height;

[0025] The second wheel and the first wheel are located on the same connecting axle of the vehicle, and the third wheel is located on the same side of the vehicle as the first wheel; the first target height is greater than the second target height.

[0026] Optionally, adjusting the position of the center of gravity within the target area to make the load on the first wheel zero includes:

[0027] The vehicle body height corresponding to the fourth wheel is lowered so that the load on the first wheel is zero; wherein the fourth wheel and the first wheel are arranged diagonally in the vehicle.

[0028] Optionally, the method further includes:

[0029] Adjust the tilt angle of the vehicle body relative to the ground so that the absolute value of the tilt angle is less than or equal to an angle threshold.

[0030] The step of adjusting the position of the center of gravity by adjusting the vehicle body posture to make the load on the first wheel zero includes:

[0031] Adjust the center of gravity position 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.

[0032] Optionally, adjusting the tilt angle of the vehicle body relative to the ground, so that the absolute value of the tilt angle is less than or equal to an angle threshold, includes:

[0033] Detect the tilt angle of the vehicle body relative to the ground;

[0034] If the absolute value of the tilt angle is greater than the angle threshold, adjust the vehicle height corresponding to the fourth wheel of the vehicle until the absolute value of the tilt angle is less than or equal to the angle threshold.

[0035] The fourth wheel is positioned diagonally opposite the first wheel in the vehicle.

[0036] Optionally, the method further includes:

[0037] With the load on the first wheel at zero, control the lifting of the first wheel so that the first wheel leaves the ground.

[0038] According to a second aspect of this disclosure, a suspension system is provided, comprising:

[0039] Independent suspension, the independent suspension including shock absorbers connecting the vehicle body to each wheel;

[0040] A control device is provided for determining the first wheel of the vehicle that has experienced a tire blowout and controlling at least one shock absorber to adjust the position of the vehicle's center of gravity so that the load on the first wheel is zero.

[0041] According to a third aspect of this disclosure, a controller is provided, including a processor and a memory for storing a computer program, the processor for executing the method as described in the first aspect of this disclosure under the control of the computer program.

[0042] According to a fourth aspect of this disclosure, a vehicle is provided, including a suspension system according to a second aspect of this disclosure or a controller according to a third aspect of this disclosure.

[0043] According to a fifth aspect of this disclosure, a vehicle control device is provided, comprising:

[0044] The wheel determination module is used to determine the first wheel of the vehicle that experienced a tire blowout.

[0045] The attitude adjustment module is used to adjust the position of the vehicle's center of gravity by adjusting the vehicle's body attitude, so that the load on the first wheel is zero.

[0046] According to a sixth aspect of this disclosure, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the method described in the first aspect of this disclosure.

[0047] Through the embodiments of this disclosure, in the event of a tire blowout at the first wheel, the position of the vehicle's center of gravity is adjusted by adjusting the vehicle's body posture, so that the load on the first wheel is zero. This allows the vehicle to maintain its balance during three-wheeled driving, ensuring safe driving even when the first wheel blows out, and protecting the driver's personal safety.

[0048] Other features and advantages of the invention will become clear from the following detailed description of exemplary embodiments of the invention with reference to the accompanying drawings. Attached Figure Description

[0049] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of the invention and, together with their description, serve to explain the principles of the invention.

[0050] Figure 1 This is a schematic diagram of the composition of a suspension system that can be used to implement the vehicle control method of the embodiments of this disclosure;

[0051] Figure 2 This is a schematic diagram of the structure of a vibration damper according to an embodiment of the present disclosure;

[0052] Figure 3 This is a flowchart of a vehicle control method according to an embodiment of the present disclosure;

[0053] Figure 4 This is a force diagram of each wheel of a vehicle according to an embodiment of the present disclosure;

[0054] Figure 5a This is a schematic diagram of an example of a wheel area according to an embodiment of the present disclosure;

[0055] Figure 5b This is a schematic diagram of another example of the wheel area according to an embodiment of the present disclosure;

[0056] Figure 6 This is a block diagram of a vehicle control device according to an embodiment of the present disclosure;

[0057] Figure 7This is a block diagram of a controller according to an embodiment of the present disclosure;

[0058] Figure 8 This is a block diagram of a suspension system according to an embodiment of the present disclosure. Detailed Implementation

[0059] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention.

[0060] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the invention or its application or use.

[0061] Techniques, methods, and apparatus known to those skilled in the art in the relevant field may not be discussed in detail, but where appropriate, such techniques, methods, and apparatus should be considered part of the specification.

[0062] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0063] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0064] Figure 1 This is a schematic diagram of the composition of a suspension system that can be used to implement the vehicle control method of the present disclosure.

[0065] like Figure 1 As shown, the suspension system 1000 may include an independent suspension 1100, a detection device 1200, and a control device 1300.

[0066] The detection device 1200 is used to detect the vehicle's condition. The control device 1300 is used to determine the first wheel that has experienced a tire blowout based on the vehicle's condition, and to control at least one shock absorber in the independent suspension 1100 to adjust the position of the vehicle's center of gravity so that the load on the first wheel is zero.

[0067] Specifically, the control device 1300 can receive the vehicle status output by the detection device 1200 and output a control signal to control the shock absorber operation based on the vehicle status, thereby adjusting the vehicle's center of gravity position through the independent suspension 1100.

[0068] The independent suspension 1100 may include a shock absorber 1 connecting the vehicle body to each wheel. The vehicle may have multiple shock absorbers 1, with one shock absorber 1 corresponding to one wheel. The suspension 1100 may also include a spring, with the spring and shock absorber 1 connected between the vehicle body and the corresponding wheel. During connection, the spring and shock absorber 1 may occupy separate mounting spaces, or the spring may be mounted on the shock absorber 1 to save mounting space; this is not limited here.

[0069] 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, it can connect its moving component to the vehicle body and its fixed component to the wheel; or, it can connect its fixed component to the vehicle body and its moving component to the wheel.

[0070] The vehicle control method disclosed herein is applicable to any shock absorber capable of actively adjusting its output under the action of a power component, and is not limited thereto. In some embodiments, the shock absorber 1 is directly implemented by a power component, such as a linear motor or an electric cylinder, and the moving part of the shock absorber is the output shaft of the motor or electric cylinder. In other embodiments, the moving part of the shock absorber 1 can be driven by a power component, such as a hydraulic shock absorber of an active suspension, which requires a motor to drive a bidirectional pump. The moving part of the hydraulic shock absorber includes a piston rod, and the fixed part includes a cylinder.

[0071] The suspension system 1100 may further include a drive control circuit for actuating the shock absorber 1. This drive control circuit can be an integrated controller or composed of discrete electronic components connected together; no limitation is made here. The control device 1300 can output control signals to the drive control circuit and control the shock absorber 1 to actuate 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 for the motor, such as a motor controller. The control device 1300 is connected to the motor controller to output control signals to the motor controller, thereby controlling the motor to rotate at the desired speed and output the desired torque through the motor controller.

[0072] Figure 2 A schematic diagram of the structure of a vibration damper 1 according to some embodiments is shown. In these embodiments, such as Figure 2 As shown, the shock absorber 1 is a hydraulic shock absorber, which includes a piston rod 3, a piston assembly 5, and a cylinder 8. The cylinder 8 is filled with a liquid medium 7.

[0073] The piston body of the piston assembly 5 is slidably connected to the inner wall of the cylinder 8. The piston assembly 5 divides the inner cavity of the cylinder 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 so as to move with the piston body. The piston rod 3 extends outward through the upper chamber 4 of the cylinder 8. The shock absorber 11 is connected to the vehicle body 19 through the piston rod 3, and to the unsprung parts 22 of the vehicle through the cylinder 8. Specifically, the unsprung parts 22 may be, for example, a wheel, and the cylinder 8 may be connected to the wheel through a connection structure such as a rocker arm or steering knuckle.

[0074] exist Figure 2 In this embodiment, the shock absorber 1 further includes a bidirectional hydraulic pump 14, which is connected to the lower chamber 6 of the cylinder 8 via a pipe 20 and to the upper chamber 4 of the cylinder 8 via a pipe 21. The shock absorber 1 also includes a motor 15 that drives the bidirectional hydraulic pump 14. For example, when the motor 15 rotates in the forward direction, it drives the bidirectional hydraulic pump 14 to rotate in the forward direction. The bidirectional hydraulic pump 14 delivers the liquid medium 7 from the upper chamber 4 of the cylinder 8 to the lower chamber 6 of the cylinder 8 via pipes 20 and 21, thereby raising the shock absorber 1 and thus increasing the suspension height, thereby raising the height between the vehicle body and the corresponding wheel. Correspondingly, when the motor 15 rotates in the reverse direction, it drives the bidirectional hydraulic pump 14 to rotate in the reverse direction. The bidirectional hydraulic pump 14 delivers the liquid medium 7 from the lower chamber 6 of the cylinder 8 to the upper chamber 4 of the cylinder 8 via pipes 20 and 21, thereby compressing the shock absorber 1 and thus compressing the suspension height, thereby lowering the height between the vehicle body and the corresponding wheel. The reverse is also true, which will not be elaborated here.

[0075] Pressure sensors 9 and 18 can be installed at the inlet and outlet of cylinder 8 to detect the hydraulic pressure in the upper chamber 4 and lower chamber 6, respectively. Switch valves 10 and 17 control the on / off state of hydraulic lines 20 and 21, respectively, to maintain and regulate the pressure of the shock absorber. To compensate for the pressure balance during shock absorber 1 operation, accumulator devices 13 and 16 are added to lines 20 and 21, respectively. The outlet of the bidirectional hydraulic pump 14 is connected to hydraulic lines 11 and 12 to achieve hydraulic transmission.

[0076] exist Figure 2In some embodiments, the piston assembly 5 may further include a compression relief valve 5.2 and a recovery relief valve 5.1 disposed in the piston body to control the maximum hydraulic pressure within the shock absorber 1. Here, the hydraulic pressure is the pressure exerted on the piston assembly 5 by the liquid medium 7 (e.g., hydraulic oil) within the shock absorber 12. When the hydraulic pressure within the shock absorber 1 exceeds a set maximum hydraulic pressure threshold, the relief valve opens, thereby protecting the shock absorber 1 from damage. For example, when the bidirectional hydraulic pump 14 delivers the liquid medium 7 from the lower chamber 6 to the upper chamber 4 to achieve a 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 limiting the further increase in the hydraulic pressure in the upper chamber 4. For example, when the bidirectional hydraulic pump 14 delivers the liquid medium 7 from the upper chamber 4 to the lower chamber 6 to achieve the lifting action, if the hydraulic pressure in the lower chamber 6 exceeds the opening threshold of the reset pressure relief valve 5.1, the reset pressure relief valve 5.1 will open, thereby limiting the further increase of the hydraulic pressure in the lower chamber 6.

[0077] The vehicle states detected by the detection device 1200 include, for example, at least one of the following: vehicle height, vehicle speed, vehicle acceleration, tire pressure, wheel height, wheel force, hydraulic pressure in the upper chamber of the shock absorber, and hydraulic pressure in the lower chamber of the shock absorber. The detection device 1200 includes at least one sensor, such as an acceleration sensor, speed sensor, pressure sensor, height sensor, etc., for detecting at least one vehicle state. The types of sensors included in the detection device 1200 can be configured according to the needs of the control device 1300 implementing the control method according to the embodiments of this disclosure, and are not limited thereto.

[0078] In one embodiment, a shock absorber 1 may be provided at each wheel of the vehicle to adjust the vehicle height corresponding to each wheel.

[0079] Figure 3 An embodiment of a vehicle control method is shown.

[0080] like Figure 3 As shown, the vehicle control method of this embodiment may include the following steps S3100 to S3200:

[0081] Step S3100: Identify the first wheel of the vehicle that experienced a tire blowout.

[0082] The first wheel in this embodiment can be a single wheel or a set of wheels.

[0083] In one example, a wheel assembly may include multiple wheels arranged side-by-side at one end of a connecting axle.

[0084] In another example, a wheel assembly may include multiple wheels mounted on the same connecting axle of the vehicle, or multiple wheels mounted on the same side of the vehicle.

[0085] In this embodiment, the tire pressure data of each wheel of the vehicle can be detected, and the wheel can be determined as to be the first wheel to experience a tire blowout based on the tire pressure data.

[0086] Specifically, the vehicle can detect the tire pressure data of each wheel according to a preset detection frequency. The detection frequency of tire pressure data of different wheels can be the same or different, and there is no limitation here.

[0087] In one example, tire pressure data for each wheel can be detected synchronously.

[0088] Furthermore, for any given wheel, determining whether the wheel is the first wheel based on the tire pressure data of that wheel may include: determining the wheel as the first wheel if the tire pressure data of the wheel indicates that the wheel meets at least one of the conditions for a tire blowout.

[0089] The conditions for a tire blowout include a first condition where the tire pressure of the wheel is less than or equal to a set tire pressure threshold, and a second condition where the tire pressure change rate of the wheel is greater than or equal to a set tire pressure change rate threshold.

[0090] In one example, the tire pressure threshold and the tire pressure change rate threshold can be pre-set according to the application scenario or specific needs. For example, the tire pressure threshold could be 160 kPa, and the tire pressure change rate threshold could be 15%.

[0091] In one embodiment of this disclosure, the tire pressure change rate of the wheel can be the rate of change of the tire pressure value at the current moment relative to the tire pressure value at the previous moment, or it can be the rate of change of the tire pressure over a set period of time. The tire pressure change rate of the wheel can be expressed as: (P2-P1) / P1.

[0092] When the tire pressure change rate is the rate of change of the tire pressure value at the current moment relative to the tire pressure value at the previous moment, P2 is the tire pressure value at the current moment, and P1 is the tire pressure value at the previous moment.

[0093] When the tire pressure change rate of a wheel is the tire pressure change rate over a set period of time, P2 is the maximum tire pressure value of that wheel within the set period of time, and P1 is the minimum tire pressure value of that wheel within the set period of time. Alternatively, P1 is the tire pressure value of that wheel at the first sampling moment within the set period of time, and P2 is the tire pressure value of that wheel at the last sampling moment within the set period of time.

[0094] Based on the determination of the first wheel of the vehicle, the wheel located on the same connecting axle as the first wheel can be designated as the second wheel; the wheel located on the same side of the vehicle as the first wheel can be designated as the third wheel; and the wheel located diagonally opposite the first wheel relative to the vehicle can be designated as the fourth wheel.

[0095] Furthermore, if the first and second wheels can be mounted on the front axle of the vehicle, then the third and fourth wheels can be mounted on the rear axle. Alternatively, if the first and second wheels can be mounted on the rear axle, then the third and fourth wheels can be mounted on the front axle.

[0096] Furthermore, the first and third wheels can both be located on the left side of the vehicle, in which case the second and fourth wheels are both located on the right side of the vehicle; or, the first and third wheels can both be located on the right side of the vehicle, in which case the second and fourth wheels are both located on the left side of the vehicle.

[0097] In step S3200, the position of the vehicle's center of gravity is adjusted by adjusting the vehicle's posture, so that the load on the first wheel is zero.

[0098] In this embodiment, the load on the wheel can be the force applied to the wheel by the vehicle body, and the direction of the force can be perpendicular to the ground and downward.

[0099] In embodiments where the first wheel includes one wheel or multiple wheels arranged side-by-side at one end of a connecting axle, the load on the first wheel is zero, meaning the first wheel does not bear the weight of the vehicle body. Instead, the weight of the vehicle body is borne by the second, third, and fourth wheels, allowing the vehicle to travel in a three-wheel configuration.

[0100] This embodiment enables the vehicle to maintain its balance during three-wheeled driving, ensuring safe driving even if the first wheel blows out, and protecting the driver's personal safety.

[0101] When the load on the first wheel is zero, the second torque of the load on the second wheel about the center of mass, the third torque of the load on the third wheel about the center of mass, and the fourth torque of the load on the fourth wheel about the center of mass are balanced.

[0102] The load on the second wheel can be determined based on the vehicle height corresponding to the second wheel, the load on the third wheel can be determined based on the vehicle height corresponding to the third wheel, and the load on the fourth wheel can be determined based on the vehicle height corresponding to the fourth wheel.

[0103] In one embodiment of this disclosure, a first mapping data reflecting the mapping relationship between vehicle height and load can be established to obtain the load of the corresponding wheel based on the vehicle height corresponding to any wheel and the first mapping data.

[0104] In this embodiment, the first mapping data can be a first mapping function, a first lookup table, etc., and is not limited here.

[0105] For the first mapping function, the dependent variable is the load and the independent variable is the vehicle height corresponding to the wheel. Thus, by substituting the vehicle height corresponding to any wheel into the first mapping function, the load corresponding to that vehicle height can be obtained.

[0106] For the first lookup table, the load corresponding to the vehicle height of the wheel can be found in the first lookup table. If the vehicle height corresponding to the wheel cannot be found directly in the first lookup table, two values ​​adjacent to the vehicle height of the wheel can be found, and the load corresponding to the vehicle height can be obtained by interpolation based on these two values ​​and the loads corresponding to these two values, which can then be used as the load of the wheel.

[0107] In one embodiment of this disclosure, the second torque, the third torque, and the fourth torque can be balanced by satisfying the following formula:

[0108]

[0109] Among them, M2 x M3 is the component of the second torque along the length of the vehicle. x M4 is the component of the third torque along the length of the vehicle. x M2 is the component of the fourth torque along the length of the vehicle. y For the component of the second torque in the width direction of the vehicle, M3 y For the component of the third torque in the width direction of the vehicle, M4 y This is the component of the fourth torque in the width direction of the vehicle.

[0110] In this embodiment, the length and width directions of the vehicle are relative to the entire vehicle and are both parallel to the ground. During the adjustment of the vehicle's center of gravity, the length and width directions of the vehicle will not change with the change of the vehicle's posture.

[0111] In such Figure 4In the example shown, the left front wheel FL is the first wheel, the right front wheel FR is the second wheel, the left rear wheel RL is the third wheel, and the right rear wheel RR is the fourth wheel. 22 represents the vehicle's center of gravity. The load on the first wheel is G1, the load on the second wheel is G2, the load on the third wheel is G3, and the load on the fourth wheel is G4. X represents the length direction of the vehicle, and Y represents the width direction. The distance between the center of the first wheel and the center of gravity in the length direction, and the distance between the second wheel and the center of gravity in the length direction, are both X1. The distance between the center of the third wheel and the center of gravity in the length direction, and the distance between the fourth wheel and the center of gravity in the width direction are X2. The distance between the center of the first wheel and the center of gravity in the width direction is Y1, the distance between the center of the second wheel and the center of gravity in the width direction is Y2, the distance between the center of the third wheel and the center of gravity in the width direction is Y3, and the distance between the center of the fourth wheel and the center of gravity in the width direction is Y4. The front track of a vehicle can be expressed as A = Y1 + Y2, the rear track as B = Y3 + Y4, and the wheelbase as L = X1 + X2.

[0112] Therefore, the component of the second torque along the length of the vehicle can be expressed as M2. x =G2*X1, the component of the third torque along the length of the vehicle can be expressed as M3. x =G3*X2, the component of the fourth torque along the length of the vehicle can be expressed as M4. x =G4*X2, the component of the second torque in the width direction of the vehicle can be expressed as M2. y =G2*Y2, the component of the third torque in the width direction of the vehicle can be expressed as M3. y =G3*Y3, the component of the fourth torque in the width direction of the vehicle can be expressed as M4. y =G4*Y4.

[0113] In embodiments where the first wheel comprises multiple wheels mounted on a connecting axle of the vehicle, the load on the first wheel is zero, and the weight of the vehicle body may be borne by a wheel on another connecting axle of the vehicle, allowing the vehicle to travel in a two-wheeled configuration.

[0114] In this embodiment, the torque of the load on the wheel on the other connecting axle of the vehicle about the center of mass is balanced.

[0115] Specifically, the torque of the load on the wheel on the other connecting axle about the center of gravity has equal components in the width direction of the vehicle, while the torque of the load on the wheel on the other connecting axle about the center of gravity has zero components in the length direction of the vehicle.

[0116] This embodiment enables the vehicle to maintain its balance during two-wheel driving, ensuring safe driving even if the first wheel blows out, and protecting the driver's personal safety.

[0117] In embodiments where the first wheel includes multiple 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, allowing the vehicle to travel in a two-wheeled configuration.

[0118] Specifically, the torque of the load on the other wheel about the center of gravity has an equal component in the length direction of the vehicle, while the torque of the load on the other wheel about the center of gravity has zero component in the width direction of the vehicle.

[0119] This embodiment enables the vehicle to maintain its balance during two-wheel driving, ensuring safe driving even if the first wheel blows out, and protecting the driver's personal safety.

[0120] In one embodiment of this disclosure, adjusting the position of the center of gravity by adjusting the vehicle body posture may include: adjusting the position of the center of gravity within a target area, wherein the target area is the area other than the first wheel area.

[0121] In one embodiment, the area corresponding to each wheel can be determined in advance based on the application scenario or specific requirements. Therefore, the first wheel area is the wheel area corresponding to the first wheel.

[0122] In one example, such as Figure 5a As shown, the lines of symmetry can be used to determine the length and width of the vehicle. These two lines of symmetry divide the vehicle into four regions, and the region where each wheel is located can be taken as the corresponding wheel region.

[0123] In another embodiment, the wheel region corresponding to each wheel can be divided according to the position of the center of gravity before adjusting the vehicle's body posture, that is, the position of the center of gravity before executing step S3200.

[0124] Specifically, such as Figure 5b As shown, a first straight line passing through the center of mass and parallel to the length direction of the vehicle, and a second straight line passing through the center of mass and parallel to the width direction of the vehicle, can be used to divide the vehicle into four regions, with each wheel's region being the corresponding wheel region.

[0125] In such Figure 5b In the example shown, O represents the vehicle's center of gravity. During step S3200, when adjusting the vehicle's center of gravity, the wheel area corresponding to each wheel can change with the center of gravity position or remain unchanged. No limitation is imposed here.

[0126] Specifically, such as Figure 5a and Figure 5bAs shown, the wheel area corresponding to the left front wheel FL is area 1, the wheel area corresponding to the right front wheel FR is area 2, the wheel area corresponding to the left rear wheel RL is area 3, and the wheel area corresponding to the right rear wheel RR is area 4.

[0127] Based on this, when the first wheel is the left front wheel (FL), the area of ​​the first wheel is area 1, and the target area can include areas 2, 3, and 4; when the first wheel is the right front wheel (FR), the area of ​​the first wheel is area 2, and the target area can include areas 1, 3, and 4; when the first wheel is the left rear wheel (RL), the area of ​​the first wheel is area 3, and the target area can include areas 1, 2, and 4; when the first wheel is the right rear wheel (RR), the area of ​​the first wheel is area 4, and the target area can include areas 1, 2, and 3.

[0128] In another embodiment of this disclosure, the size of the first wheel region can be determined based on at least one of the vehicle body posture and the vehicle motion state. The first wheel region may be rectangular, and its size may be represented by at least one side length of the first wheel region.

[0129] In an embodiment where the size of the first wheel region is determined based on the vehicle body posture, the size of the first wheel region may be determined based on the vehicle body height corresponding to the first wheel.

[0130] Specifically, a third mapping data that reflects the mapping relationship between the vehicle body height and the size of the first wheel area can be established in advance, so as to obtain the size of the first wheel area based on the vehicle body height corresponding to the first wheel and the third mapping data.

[0131] In this embodiment, the third mapping data can be a third mapping function, a third lookup table, etc., and is not limited here.

[0132] For the third mapping function, the dependent variable is the size of the first wheel region, and the independent variable is the vehicle height corresponding to the first wheel. Thus, by substituting the vehicle height corresponding to the first wheel into the third mapping function, the size of the first wheel region corresponding to that vehicle height can be obtained.

[0133] For the third lookup table, you can find the size of the first wheel region corresponding to the vehicle height of that wheel in the third lookup table. If the vehicle height corresponding to that wheel cannot be directly found in the third lookup table, you can find two values ​​adjacent to the vehicle height corresponding to that wheel, and use interpolation to obtain the size of the first wheel region corresponding to that vehicle height based on these two values ​​and the sizes of the first wheel regions corresponding to these two values.

[0134] In an embodiment where the size of the first wheel region is determined based on the vehicle body posture, the size of the first wheel region can also be determined based on the tilt angle of the vehicle body relative to the ground.

[0135] Specifically, a fourth mapping data that reflects 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 based on the tilt angle and the fourth mapping data.

[0136] In this embodiment, the fourth mapping data can be a fourth mapping function, a fourth lookup table, etc., and is not limited here.

[0137] For the fourth mapping function, the dependent variable is the size of the first wheel region and the independent variable is the tilt angle. Thus, by substituting the tilt angle into the fourth mapping function, the size of the first wheel region corresponding to the tilt angle can be obtained.

[0138] For the fourth lookup table, the size of the first wheel region corresponding to the tilt angle can be found in the fourth lookup table. If the tilt angle cannot be found directly in the fourth lookup table, two values ​​adjacent to the tilt angle can be found, and the size of the first wheel region corresponding to the tilt angle can be obtained by interpolation based on these two values ​​and the sizes of the first wheel regions corresponding to these two values, which can then be used as the size of the first wheel region.

[0139] In an embodiment where the size of the first wheel region is determined based on the vehicle's motion state, the size of the first wheel region may be determined based on the vehicle's steering angle.

[0140] Specifically, a fifth mapping data that reflects 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 based on the steering angle and the fifth mapping data.

[0141] In this embodiment, the fifth mapping data can be a fifth mapping function, a fifth lookup table, etc., and is not limited here.

[0142] For the fifth mapping function, the dependent variable is the size of the first wheel region and the independent variable is the steering angle. Thus, by substituting the steering angle into the fifth mapping function, the size of the first wheel region corresponding to that steering angle can be obtained.

[0143] For the fifth lookup table, the size of the first wheel region corresponding to the steering angle can be found in the fifth lookup table. If the steering angle cannot be found directly in the fifth lookup table, two values ​​adjacent to the steering angle can be found, and the size of the first wheel region corresponding to the steering angle can be obtained by interpolation based on these two values ​​and the sizes of the first wheel regions corresponding to these two values, which can then be used as the size of the first wheel region.

[0144] In an embodiment where the size of the first wheel region is determined based on the vehicle's motion state, the size of the first wheel region can also be determined based on the vehicle's speed.

[0145] Specifically, a sixth mapping data that reflects the mapping relationship between driving speed and the size of the first wheel area can be established in advance, so as to obtain the size of the first wheel area based on the driving speed and the sixth mapping data.

[0146] In this embodiment, the sixth mapping data can be a sixth mapping function, a sixth lookup table, etc., and is not limited here.

[0147] For the sixth mapping function, the dependent variable is the size of the first wheel region and the independent variable is the driving speed. Thus, by substituting the driving speed into the sixth mapping function, the size of the first wheel region corresponding to that driving speed can be obtained.

[0148] For the sixth lookup table, the size of the first wheel region corresponding to the driving speed can be found in the sixth lookup table. If the driving speed cannot be found directly in the sixth lookup table, two values ​​adjacent to the driving speed can be found, and the size of the first wheel region corresponding to the driving speed can be obtained by interpolation based on these two values ​​and the sizes of the first wheel regions corresponding to these two values, which can then be used as the size of the first wheel region.

[0149] In this embodiment, by adjusting the position of the center of gravity within the target area, the load on the first wheel can be avoided, and the center of gravity can be quickly adjusted to a position where the load on the first wheel is zero, so that the vehicle body can quickly reach a stable state.

[0150] In one embodiment of this disclosure, the target region is such that, in the length direction of the vehicle, the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity; or, the target region is such that, in the width direction of the vehicle, the distance between the first wheel and the center of gravity is greater than the distance between the second wheel and the center of gravity.

[0151] In the target area, if the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity along the length of the vehicle, the position of the center of gravity is adjusted within the target area, that is, the center of gravity moves toward the position of the third wheel, so as to reduce the load on the first wheel.

[0152] In such Figure 5a and Figure 5bIn the examples shown, when the first wheel is the left front wheel FL, the first wheel region is region 1, such that the target region in the length direction of the vehicle where the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity can include regions 3 and 4; when the first wheel is the right front wheel FR, the first wheel region is region 2, such that the target region in the length direction of the vehicle where the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity can include regions 3 and 4; when the first wheel is the left rear wheel RL, the first wheel region is region 3, such that the target region in the length direction of the vehicle where the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity can include regions 1 and 2; when the first wheel is the right rear wheel RR, the first wheel region is region 4, such that the target region in the length direction of the vehicle where the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity can include regions 1 and 2.

[0153] In the target area, if the distance between the first wheel and the center of gravity is greater than the distance between the second wheel and the center of gravity in the width direction of the vehicle, the position of the center of gravity is adjusted within the target area, that is, the center of gravity moves towards the position of the second wheel, so as to reduce the load on the first wheel.

[0154] In such Figure 5a and Figure 5b In the examples shown, when the first wheel is the left front wheel FL, the first wheel region is region 1, such that the target region in the width direction of the vehicle where the distance between the first wheel and the center of gravity is greater than the distance between the second wheel and the center of gravity can include regions 2 and 4; when the first wheel is the right front wheel FR, the first wheel region is region 2, such that the target region in the width direction of the vehicle where the distance between the first wheel and the center of gravity is greater than the distance between the second wheel and the center of gravity can include regions 1 and 3; when the first wheel is the left rear wheel RL, the first wheel region is region 3, such that the target region in the width direction of the vehicle where the distance between the first wheel and the center of gravity is greater than the distance between the second wheel and the center of gravity can include regions 2 and 4; when the first wheel is the right rear wheel RR, the first wheel region is region 4, such that the target region in the width direction of the vehicle where the distance between the first wheel and the center of gravity is greater than the distance between the second wheel and the center of gravity can include regions 1 and 3.

[0155] In this embodiment, the target area can be such that, along the length of the vehicle, the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity, and also such that, along the width of the vehicle, the distance between the first wheel and the center of gravity is greater than the distance between the second wheel and the center of gravity. Therefore, when adjusting the position of the center of gravity, it can be adjusted both along the length and width of the vehicle, enabling the vehicle to achieve the effect of adjusting the center of gravity to zero load on the first wheel under various operating conditions. Here, the vehicle's operating conditions can refer to the vehicle's posture and road conditions before adjusting the center of gravity.

[0156] In one embodiment of this disclosure, adjusting the position of the center of gravity by adjusting the vehicle's attitude may include: adjusting the vehicle's attitude by adjusting the vehicle's height corresponding to other wheels. Here, "other wheels" refers to any wheel in the vehicle other than the first wheel.

[0157] Specifically, adjusting the vehicle height corresponding to any wheel can be achieved by adjusting the height of the suspension corresponding to that wheel. The suspension connects the wheel and the vehicle body; therefore, the suspension height is the distance between the first point on the wheel where the suspension connects and the second point on the vehicle body where the suspension connects.

[0158] Furthermore, adjusting the center of gravity to move away from the first wheel can reduce the load on the first wheel. Therefore, adjusting the center of gravity to move away from the first wheel can bring it to a position where the load on the first wheel is zero.

[0159] Furthermore, adjusting the vehicle's attitude by adjusting the vehicle height corresponding to other wheels to make the load on the first wheel zero can include at least one of the following: raising the vehicle height corresponding to the second wheel and the vehicle height corresponding to the third wheel, with the vehicle height corresponding to the second wheel being higher than the vehicle height corresponding to the third wheel; lowering the vehicle height corresponding to the second wheel; lowering the vehicle height corresponding to the fourth wheel; and lowering the vehicle height corresponding to the third wheel.

[0160] In embodiments where the vehicle's attitude is adjusted by modifying the vehicle height corresponding to other wheels, including raising the vehicle height corresponding to the second and third wheels (where the second wheel's height is higher than the third wheel's height), the higher height of the second wheel allows the vehicle's center of gravity to shift towards the wheel regions corresponding to the third and fourth wheels, thereby reducing the load on the first wheel. Furthermore, since the vehicle heights corresponding to the second and third wheels are both raised, the load on the first wheel can be further reduced. In this way, the center of gravity can be adjusted to a position where the load on the first wheel is zero.

[0161] In an embodiment where the vehicle body posture is adjusted by adjusting the height of the other wheels, including lowering the height of the second wheel, lowering the height of the second wheel can cause the vehicle's center of gravity to move toward the wheel area corresponding to the second wheel, thereby reducing the load on the first wheel and adjusting the center of gravity to a position where the load on the first wheel is zero.

[0162] In an embodiment where the vehicle body posture is adjusted by adjusting the height of the other wheels, including lowering the height of the third wheel, lowering the height of the third wheel can cause the vehicle's center of gravity to move toward the wheel area corresponding to the third wheel, thereby reducing the load on the first wheel and adjusting the center of gravity to a position where the load on the first wheel is zero.

[0163] In an embodiment where the vehicle body posture is adjusted by adjusting the height of the other wheels, including lowering the height of the fourth wheel, lowering the height of the fourth wheel can cause the vehicle's center of gravity to move toward the wheel area corresponding to the fourth wheel, thereby reducing the load on the first wheel and adjusting the center of gravity to a position where the load on the first wheel is zero.

[0164] For any given wheel, raising the vehicle height corresponding to that wheel can be achieved by stretching the shock absorber 1 corresponding to that wheel, thereby raising the suspension height. Specifically, the control device 1300 can control the opening of switching valves 10 and 17, connecting the pipelines. The motor 15 drives the bidirectional hydraulic pump 14 to rotate forward, and the liquid medium 7 enters the lower chamber 6 through pipelines 12 and 20, rapidly building pressure inside the cylinder 8. Pressure sensors 9 and 17 detect the hydraulic pressure in the upper chamber 4 and lower chamber 6 respectively, and transmit the detected hydraulic pressure to the control device 1300, so that the control device 1300 can calculate the actual force provided by the shock absorber 1 to the vehicle body based on the hydraulic pressure in the upper chamber 4 and lower chamber 6. The pressure difference between the upper and lower chambers in the cylinder 8 generates hydraulic pressure, pushing the piston assembly 5 and piston rod 3 upward relative to the cylinder 8. The liquid medium in the upper chamber 4 on the other side flows out and returns to the bidirectional hydraulic pump 14 through pipelines 21 and 11, realizing hydraulic circulation. At the same time, the piston rod 3 also causes the vehicle body side 19 to move upward under the same force. When the height sensor detects that the corresponding vehicle height has reached the target height, the control device 1300 controls the switching valves 10 and 17 to close, and the motor 15 stops working and enters standby mode. When the height sensor detects a significant change in the corresponding vehicle height, or when the pressure sensors 9 and 17 detect a decrease in hydraulic pressure, the control device 1300 calculates according to the ECU model and controls the switching valves 10 and 17 to reconnect, and the motor 15 to work again, so that the shock absorber 1 applies force to the vehicle body to maintain vehicle stability. During the process of providing upward force to the vehicle body, the accumulator 16 can be used to store hydraulic pressure, stabilize the pressure changes of the shock absorber, and help the shock absorber build up 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.

[0165] For any given wheel, lowering the vehicle height corresponding to that wheel can be achieved by compressing the shock absorber 1 corresponding to that wheel, thereby lowering the suspension height. Specifically, the control device 1300 can control the opening of switching valves 10 and 17, connecting the pipelines. The motor 15 drives the bidirectional hydraulic pump 14 to operate in reverse, and the liquid medium 7 enters the upper chamber 4 through pipelines 11 and 21, rapidly building pressure inside the cylinder 8. Pressure sensors 9 and 17 detect the hydraulic pressure in the upper chamber 4 and lower chamber 6, respectively, and transmit the detected hydraulic pressure to the control device 1300, which then calculates the actual force exerted by the shock absorber 1 on the vehicle body based on the hydraulic pressure in the upper chamber 4 and lower chamber 6. The pressure difference between the upper and lower chambers in the cylinder 8 generates hydraulic pressure, pushing the piston assembly 5 and piston rod 3 downward relative to the cylinder 8. The liquid medium in the lower chamber 6 on the other side flows out and returns to the bidirectional hydraulic pump 14 through pipelines 20 and 12, realizing hydraulic circulation. At the same time, the piston rod 3 also causes the vehicle body side 19 to move downward under the same force. When the height sensor detects that the corresponding vehicle height has reached the target height, the control device 1300 controls the switching valves 10 and 17 to close, and the motor 15 stops working and enters standby mode. When the height sensor detects a significant change in the corresponding vehicle height, or when the pressure sensors 9 and 17 detect a decrease in hydraulic pressure, the control device 1300 calculates according to the ECU model and controls the switching valves 10 and 17 to reconnect, and the motor 15 to work again, so that the shock absorber 1 applies force to the vehicle body to maintain vehicle stability. During the operation of providing downward force to the vehicle body, the accumulator 13 can be used to store hydraulic pressure, stabilize the pressure changes of the shock absorber, and help the shock absorber build up pressure quickly; the accumulator 16 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 1.

[0166] In this embodiment, during the three-wheeled driving process, the switch valves 10 and 17 are closed, and the motor and the bidirectional hydraulic pump enter the standby mode. This reduces the working time of the bidirectional hydraulic pump, avoids overheating caused by prolonged operation of the bidirectional hydraulic pump, and reduces the power consumption of the bidirectional hydraulic pump.

[0167] This embodiment allows for the adjustment of the vehicle body height by adjusting the suspension height of other wheels, thereby achieving vehicle body posture adjustment.

[0168] In embodiments where the first wheel includes multiple wheels mounted on one connecting axle of the vehicle, the vehicle body posture can be adjusted by adjusting the suspension height corresponding to the wheel on another connecting axle of the vehicle.

[0169] Specifically, this could involve lowering the suspension height corresponding to the wheel on the other connecting axle, or lowering the vehicle height corresponding to the wheel on the other connecting axle, causing the center of gravity to move on the other connecting axle, thereby adjusting the center of gravity to achieve the effect of zero load on the first wheel.

[0170] In embodiments where the first wheel includes multiple 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, allowing the vehicle to travel in a two-wheeled configuration.

[0171] Specifically, this could involve lowering the suspension height corresponding to the other wheel, or lowering the vehicle body height corresponding to the other wheel, causing the center of gravity to move to the other side of the vehicle, thereby adjusting the center of gravity to achieve the effect of zero load on the first wheel.

[0172] In one embodiment of this disclosure, adjusting the position of the center of gravity by adjusting the vehicle body posture to make the load on the first wheel zero may include: adjusting the center of gravity to a target area; and adjusting the position of the center of gravity within the target area to make the load on the first wheel zero.

[0173] In this embodiment, the center of gravity is first adjusted to the target area, and then the position of the center of gravity is adjusted within the target area. This allows the center of gravity to be quickly adjusted to a position where the load on the first wheel is zero, so that the vehicle body can quickly reach a stable state.

[0174] In one embodiment of this disclosure, adjusting the center of gravity to the target area may include: adjusting the vehicle height corresponding to the second wheel to a first target height, and adjusting the vehicle height corresponding to the third wheel to a second target height; wherein the first target height is greater than the second target height.

[0175] In this embodiment, the first target height and the second target height can be set in advance according to the application scenario or specific needs, or they can be calculated based on the vehicle height corresponding to at least one wheel before adjusting the center of gravity.

[0176] Furthermore, the vehicle height corresponding to the second wheel can be raised to the first target height, and the vehicle height corresponding to the third wheel can be raised to the second target height, so that the vehicle height corresponding to the second wheel is greater than the vehicle height corresponding to the third wheel. In this way, the center of gravity can be adjusted to the target area.

[0177] The way to raise the vehicle height corresponding to the second wheel and the third wheel can be by stretching the shock absorbers corresponding to the second wheel and the third wheel, thereby raising the suspension height corresponding to the second wheel and the third wheel. For details, please refer to the control method of the shock absorbers in the previous embodiment, which will not be repeated here.

[0178] In one embodiment of this disclosure, adjusting the position of the center of gravity within the target area to make the load on the first wheel zero can include: reducing the vehicle height corresponding to the fourth wheel to make the load on the first wheel zero. The method of reducing the vehicle height corresponding to the fourth wheel can be by compressing the shock absorber corresponding to the fourth wheel, thereby reducing the suspension height corresponding to the fourth wheel. Specifically, the method of compressing the shock absorber can be referred to in the foregoing embodiments, and will not be repeated here.

[0179] While keeping the vehicle height corresponding to the second wheel and the third wheel unchanged, lowering the vehicle height corresponding to the fourth wheel allows the center of gravity to move closer to the fourth wheel. This ensures that the center of gravity remains within the target area during the adjustment process and allows the center of gravity to be quickly adjusted to a position where the load on the first wheel is zero.

[0180] In one embodiment of this disclosure, the method may further include: adjusting the tilt angle of the vehicle body relative to the ground so that the absolute value of the tilt angle is less than or equal to an angle threshold.

[0181] The angle threshold can be set in advance according to the application scenario or specific needs. For example, the angle threshold can be 5 degrees.

[0182] Specifically, the tilt angle of the vehicle body relative to the ground can be adjusted by adjusting the height of any wheel corresponding to the vehicle body.

[0183] Furthermore, adjusting the tilt angle of the vehicle body relative to the ground so that the absolute value of the tilt angle is less than or equal to the angle threshold can include: detecting the tilt angle of the vehicle body relative to the ground; if the absolute value of the tilt angle is greater than the angle threshold, adjusting the vehicle height corresponding to the fourth wheel until the absolute value of the tilt angle is less than or equal to the angle threshold.

[0184] If the tilt angle is greater than the angle threshold when the load on the first wheel is zero, it indicates that the vehicle height corresponding to the first wheel is too high and the vehicle height corresponding to the fourth wheel is too low. In order to reduce the vehicle height corresponding to the first wheel, the vehicle height corresponding to the fourth wheel can be raised so that the absolute value of the tilt angle of the vehicle relative to the ground is less than or equal to the angle threshold.

[0185] The way to raise the height of the vehicle body corresponding to the fourth wheel can be by stretching the shock absorber corresponding to the fourth wheel and raising the suspension height corresponding to the fourth wheel. For details, please refer to the method of stretching the shock absorber in the previous embodiment, which will not be repeated here.

[0186] If the tilt angle is greater than the angle threshold when the load on the first wheel is not zero, it indicates that the vehicle height corresponding to the first wheel is too low and the vehicle height corresponding to the fourth wheel is too high. In order to make the load on the first wheel zero and reduce the absolute value of the tilt angle, the vehicle height corresponding to the fourth wheel can be reduced until the absolute value of the tilt angle of the vehicle body relative to the ground is less than or equal to the angle threshold.

[0187] In this embodiment, when the absolute value of the tilt angle of the vehicle body relative to the ground is greater than the angle threshold, adjusting the vehicle height corresponding to the fourth wheel can quickly bring the vehicle body posture to a stable state.

[0188] Based on this, the position of the center of gravity is adjusted by adjusting the vehicle body posture to make the load on the first wheel zero. This can include adjusting the position of the center of gravity 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.

[0189] In this embodiment, by adjusting the position of the center of gravity and the tilt angle of the vehicle body relative to the ground until the absolute value of the tilt angle of the vehicle body relative to the ground is less than or equal to the angle threshold and the load of the first wheel is zero, the vehicle body can maintain balance when driving in a three-wheel state, thereby improving the stability and safety of three-wheel driving.

[0190] In one embodiment of this disclosure, the method may further include: controlling the first wheel to lift off the ground when the load on the first wheel is zero.

[0191] In this embodiment, when the load on the first wheel is zero, controlling the lifting of the first wheel can be achieved by reducing the height between the first wheel and the vehicle body while keeping the vehicle body height corresponding to the first wheel unchanged. This can be done by compressing the shock absorber corresponding to the first wheel and reducing the height of the corresponding suspension.

[0192] If the first tire blows out, keeping the blown tire off the ground can prevent it from being impacted by potholes and improve vehicle safety.

[0193] In one embodiment of this disclosure, the method may further include steps S3110 to S3130 as shown below:

[0194] Step S3110: Detect the vehicle's current speed using the vehicle's speed sensor.

[0195] Step S3120: If the current driving speed is greater than a preset speed threshold, determine the third braking force of the third wheel based on the current driving speed; based on the third braking force, determine the second braking force of the second wheel and the fourth braking force of the fourth wheel, such that the second, third, and fourth braking forces satisfy the following braking torque balance formula:

[0196] F2*y2+F4*y4=F3*y3

[0197] Where 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 gravity in the width direction of the vehicle, y3 represents the distance between the center of the third wheel and the center of gravity in the width direction of the vehicle, and y4 represents the distance between the center of the fourth wheel and the center of gravity in the width direction of the vehicle.

[0198] In one embodiment, determining the third braking force of the third wheel based on the current driving speed includes: looking up a second lookup table of the mapping relationship between braking force and driving speed based on the current driving speed, and obtaining the braking force corresponding to the current driving speed as the third braking force.

[0199] Furthermore, a third braking force corresponding to the current driving speed can be found in the second lookup table. If the current driving speed cannot be directly found in the second lookup table, two values ​​adjacent to the current driving speed can be found, and based on these two values ​​and the braking forces corresponding to these two values, an interpolation method can be used to obtain the braking force corresponding to the current driving speed, which can then be used as the third braking force.

[0200] Furthermore, this second lookup table can also represent the mapping relationship between multiple speed ranges and braking forces. Therefore, one can look up this second lookup table to determine the braking force corresponding to the speed range to which the current driving speed belongs, and use this as the third braking force.

[0201] In this embodiment, the second braking force and the fourth braking force determined based on the third braking force may not be a unique solution, as long as the third braking force, the obtained second braking force, and the fourth braking force satisfy the above braking torque balance formula.

[0202] Step S3130: Control the vehicle braking according to the second braking force, the third braking force and the fourth braking force.

[0203] Specifically, it could be controlling the braking device corresponding to the second tire to apply a second braking force to the second tire; controlling the braking device corresponding to the third tire to apply a third braking force to the third tire; and controlling the braking device corresponding to the fourth tire to apply a fourth braking force to the fourth tire.

[0204] Because the vehicle's center of gravity shifts, applying the same braking force to the second, third, and fourth tires may cause the vehicle to tilt during braking.

[0205] 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.

[0206] Figure 6 A block diagram of a vehicle control device according to an embodiment of the present disclosure is shown. Figure 6 As 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 used to determine the first wheel of the vehicle that has experienced a tire blowout; the attitude adjustment module 6200 is used to adjust the position of the vehicle's center of gravity by adjusting the vehicle's body attitude, so that the load on the first wheel is zero.

[0207] In one embodiment of this disclosure, the wheel determination module 6100 can also be used for:

[0208] Based on the tire pressure data of the vehicle's wheels, determine whether the wheel is the first wheel.

[0209] In one embodiment of this disclosure, the wheel determination module 6100 can also be used for:

[0210] If the tire pressure data of the wheel indicates that the wheel meets at least one of the conditions for a tire blowout, the wheel is identified as the first wheel; wherein the conditions for a tire blowout include a first condition that the tire pressure value of the wheel at at least one sampling time is less than or equal to a set tire pressure threshold, and a second condition that the tire pressure change rate of the wheel within a set time period is greater than or equal to a set tire pressure change rate threshold.

[0211] In one embodiment of this disclosure, the attitude adjustment module 6200 can also be used for:

[0212] Adjust the position of the center of mass within the target area, which is the area excluding the first wheel area.

[0213] In one embodiment of this disclosure, the target region is such that, along the length of the vehicle, the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity; wherein the third wheel and the first wheel are located on the same side of the vehicle; or,

[0214] The target area is such that, in the width direction of the vehicle, the distance between the first wheel and the center of gravity is greater than the distance between the second wheel and the center of gravity; wherein the second wheel and the first wheel are located on the same connecting axle of the vehicle.

[0215] In one embodiment of this disclosure, the attitude adjustment module 6200 can also be used for:

[0216] The vehicle's posture is adjusted by adjusting the height of the other wheels, wherein the other wheels are those other than the first wheel in the vehicle.

[0217] In one embodiment of this disclosure, the attitude adjustment module 6200 may further include:

[0218] The first adjustment unit is used to adjust the center of gravity to the target area; the target area is the area other than the first wheel area.

[0219] The second adjustment unit is used to adjust the position of the center of mass within the target area so that the load on the first wheel is zero.

[0220] In one embodiment of this disclosure, the first adjustment unit is further configured to:

[0221] Adjust the vehicle's body height corresponding to the second wheel to the first target height;

[0222] Adjust the vehicle's body height corresponding to the third wheel to the second target height;

[0223] The second wheel and the first wheel are located on the same connecting axle of the vehicle, and the third wheel is located on the same side of the vehicle as the first wheel; the first target height is greater than the second target height.

[0224] In one embodiment of this disclosure, the second adjustment unit is further configured to:

[0225] The vehicle body height corresponding to the fourth wheel is lowered so that the load on the first wheel is zero; wherein the fourth wheel and the first wheel are arranged diagonally in the vehicle.

[0226] In one embodiment of this disclosure, the vehicle control device 6000 further includes:

[0227] The tilt angle adjustment module is used to adjust the tilt angle of the vehicle body relative to the ground, so that the absolute value of the tilt angle is less than or equal to an angle threshold.

[0228] The attitude adjustment module 6200 is also used for:

[0229] Adjust the center of gravity position 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.

[0230] In one embodiment of this disclosure, the tilt angle adjustment module is further configured to:

[0231] The tilt angle of the vehicle body relative to the ground is detected; if the absolute value of the tilt angle is greater than the angle threshold, the vehicle height corresponding to the fourth wheel is adjusted until the absolute value of the tilt angle is less than or equal to the angle threshold; wherein the fourth wheel and the first wheel are diagonally arranged in the vehicle.

[0232] In one embodiment of this disclosure, the vehicle control device 6000 further includes:

[0233] The wheel-lifting module is used to control the lifting of the first wheel when the load on the first wheel is zero, so that the first wheel leaves the ground.

[0234] Figure 7 A block diagram of a controller according to an embodiment of the present disclosure is shown.

[0235] like Figure 7 As shown, the controller 7000 includes a memory 7200 and a processor 7100. The memory 7200 stores a computer program for controlling the processor 7100 to operate in order to perform a method according to any embodiment of the present disclosure.

[0236] This embodiment also provides a suspension system. In one example, the suspension system 8000 may be, for example, as shown below. Figure 1 The suspension system 1000 shown.

[0237] In another example, such as Figure 8 As 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 used to determine the first wheel of the vehicle that has experienced a tire blowout and control at least one shock absorber to adjust the position of the vehicle's center of gravity so that the load on the first wheel is zero.

[0238] In one embodiment, the control device 8200 may be the aforementioned vehicle control device 6000 or the aforementioned controller 7000.

[0239] The control device 8200 controls at least one shock absorber, which may include at least one of the shock absorbers corresponding to the second wheel, the third wheel, and the fourth wheel, and may also include the shock absorber corresponding to the first wheel.

[0240] This embodiment also provides a vehicle, which may include the controller, vehicle control device or suspension system described in the foregoing embodiments.

[0241] The vehicle can be a two-wheel drive or four-wheel drive vehicle with independent front and rear axle suspension.

[0242] The vehicle in this embodiment can be a gasoline-powered vehicle or a vehicle equipped with a power battery, specifically a pure electric vehicle or a hybrid vehicle.

[0243] In one example, the vehicle may 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 here.

[0244] The rear end of the engine (the end connected to the flywheel) can be connected to the input end of the reducer via a clutch, and the output end of the reducer is connected to the wheel axle, so that the engine can drive the wheel to rotate.

[0245] The motor controller is used to control the motor's actions according to the control instructions sent by the processor. For example, it controls the motor's output torque to drive the wheel axle to rotate; or it controls the motor to feed electrical energy back to the power battery.

[0246] The sensing device may include various sensors, such as at least one of a speed sensor, attitude sensor, temperature sensor, humidity sensor, pressure sensor, etc.

[0247] Input devices may include button circuits, touch screens, microphones, knob circuits, throttle control devices with accelerator pedals, brake control devices with brake pedals, and so on.

[0248] Interface devices may include headphone jacks, diagnostic interfaces for on-board diagnostics (OBD) systems, charging interfaces, USB interfaces, etc.

[0249] Output devices may include displays, speakers, various indicator lights, etc.

[0250] When the motor is used as an electric motor, the power battery can be used to provide electrical energy to the motor.

[0251] This embodiment provides a computer-readable storage medium storing a computer program that, when executed by a processor, performs the methods described in any of the method embodiments of this disclosure.

[0252] This invention can be a system, method, and / or computer program product. A computer program product may include a computer-readable storage medium having computer-readable program instructions loaded thereon for causing a processor to implement various aspects of the invention.

[0253] Computer-readable storage media can be tangible devices capable of holding and storing instructions for use by an instruction execution device. Computer-readable storage media can be, for example—but not limited to—electrical storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable compact disc read-only memory (CD-ROM), digital multifunction disc (DVD), memory sticks, floppy disks, mechanical encoding devices, such as punch cards or recessed protrusions storing instructions thereon, and any suitable combination thereof. The computer-readable storage media used herein are not to be construed as transient signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

[0254] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0255] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent 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, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via 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., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions. This electronic circuitry can execute the computer-readable program instructions to implement various aspects of the invention.

[0256] Various 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.

[0257] 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, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions 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, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0258] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause 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, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0259] The flowcharts and block diagrams in the accompanying drawings 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 a flowchart or block diagram may represent a module, segment, or portion of an instruction containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions. It will be known to those skilled in the art that implementation in hardware, implementation in software, and implementation using a combination of software and hardware are equivalent.

[0260] The various embodiments of the present invention have been described above. These descriptions are exemplary and not exhaustive, and are not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or technical improvements to the embodiments in the market, or to enable others skilled in the art to understand the embodiments disclosed herein. The scope of the invention is defined by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: Identify the first wheel on the vehicle that experienced a tire blowout; The position of the vehicle's center of gravity is adjusted by adjusting the vehicle's body posture, so that the load on the first wheel is zero. The step of adjusting the position of the center of gravity by adjusting the vehicle's body posture includes: Adjust the position of the center of mass within the target area, which is the area excluding the first wheel area; The target area is such that, along the length of the vehicle, the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity; wherein the third wheel and the first wheel are located 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 gravity is greater than the distance between the second wheel and the center of gravity; wherein the second wheel and the first wheel are located on the same connecting axle of the vehicle; The first wheel region is determined based on at least one of vehicle body posture and vehicle motion state. Determining the first wheel region based on the vehicle body posture includes determining the first wheel region based on at least one of the vehicle body height corresponding to the first wheel and the vehicle body tilt angle relative to the ground. Determining the first wheel region based on the vehicle motion state includes determining the first wheel region based on at least one of the vehicle steering angle and the vehicle speed.

2. The method according to claim 1, characterized in that, The first wheel from which the vehicle tire blowout was determined includes: Based on the tire pressure data of the vehicle's wheels, determine whether the wheel is the first wheel.

3. The method according to claim 2, characterized in that, Determining whether a wheel is the first wheel based on the tire pressure data of the vehicle's wheels includes: If the tire pressure data of the wheel indicates that the wheel meets at least one of the conditions for a tire blowout, the wheel is identified as the first wheel.

4. The method according to claim 3, characterized in that, The tire blowout conditions include a first condition that the tire pressure value of the wheel is less than or equal to a set tire pressure threshold, and a second condition that the tire pressure change rate of the wheel is greater than or equal to a set tire pressure change rate threshold.

5. The method according to any one of claims 1 to 4, characterized in that, The method of adjusting the position of the center of gravity by adjusting the vehicle's body posture includes: The vehicle's posture is adjusted by adjusting the height of the other wheels, wherein the other wheels are those other than the first wheel in the vehicle.

6. The method according to any one of claims 5, characterized in that, The step of adjusting the position of the center of gravity by adjusting the vehicle's body posture to make the load on the first wheel zero includes: The center of mass is adjusted to the target area; the target area is the area other than the area of ​​the first wheel. Adjust the position of the center of mass within the target area so that the load on the first wheel is zero.

7. The method according to claim 6, characterized in that, The step of adjusting the vehicle's center of gravity to the target area includes: Adjust the vehicle's body height corresponding to the second wheel to the first target height; Adjust the vehicle's body height corresponding to the third wheel to the second target height; The second wheel and the first wheel are located on the same connecting axle of the vehicle, and the third wheel is located on the same side of the vehicle as the first wheel; the first target height is greater than the second target height.

8. The method according to claim 6, characterized in that, Adjusting the position of the center of gravity within the target area to make the load on the first wheel zero includes: The vehicle body height corresponding to the fourth wheel is lowered so that the load on the first wheel is zero; wherein the fourth wheel and the first wheel are arranged diagonally in the vehicle. The method further includes: Adjust the tilt angle of the vehicle body relative to the ground so that the absolute value of the tilt angle is less than or equal to an angle threshold. The step of adjusting the position of the center of gravity by adjusting the vehicle body posture to make the load on the first wheel zero includes: Adjust the position of the center of gravity 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; Adjusting the tilt angle of the vehicle body relative to the ground, so that the absolute value of the tilt angle is less than or equal to an angle threshold, includes: Detect the tilt angle of the vehicle body relative to the ground; If the absolute value of the tilt angle is greater than the angle threshold, adjust the vehicle height corresponding to the fourth wheel of the vehicle until the absolute value of the tilt angle is less than or equal to the angle threshold. The fourth wheel is arranged diagonally opposite to the first wheel in the vehicle; With the load on the first wheel at zero, control the lifting of the first wheel so that the first wheel leaves the ground.

9. A suspension system, characterized in that, include: Independent suspension, the independent suspension including shock absorbers connecting the vehicle body to each wheel; A control device is used to determine the first wheel of the vehicle that has experienced a tire blowout and to control at least one shock absorber to adjust the position of the vehicle's center of gravity so that the load on the first wheel is zero. Specifically, when adjusting the position of the vehicle's center of gravity, the control device is used for: Adjust the position of the center of mass within the target area, which is the area excluding the first wheel area; The target area is such that, along the length of the vehicle, the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity; wherein the third wheel and the first wheel are located 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 gravity is greater than the distance between the second wheel and the center of gravity; wherein the second wheel and the first wheel are located on the same connecting axle of the vehicle; The first wheel region is determined based on at least one of vehicle body posture and vehicle motion state. Determining the first wheel region based on the vehicle body posture includes determining the first wheel region based on at least one of the vehicle body height corresponding to the first wheel and the vehicle body tilt angle relative to the ground. Determining the first wheel region based on the vehicle motion state includes determining the first wheel region based on at least one of the vehicle steering angle and the vehicle speed.

10. A controller, characterized in that, It includes a memory and a processor, the memory storing executable instructions for controlling the processor to operate in order to perform the method according to any one of claims 1-8.

11. A vehicle, characterized in that, This includes the suspension system according to claim 9 or the controller according to claim 10.

12. A vehicle control device, characterized in that, include: The wheel determination module is used to determine the first wheel of the vehicle that experienced a tire blowout. The attitude adjustment module is used to adjust the position of the vehicle's center of gravity by adjusting the vehicle's body attitude, so that the load on the first wheel is zero. Specifically, the attitude adjustment module is used for: Adjust the position of the center of mass within the target area, which is the area excluding the first wheel area; The target area is such that, along the length of the vehicle, the distance between the first wheel and the center of gravity is greater than the distance between the third wheel and the center of gravity; wherein the third wheel and the first wheel are located 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 gravity is greater than the distance between the second wheel and the center of gravity; wherein the second wheel and the first wheel are located on the same connecting axle of the vehicle; The first wheel region is determined based on at least one of vehicle body posture and vehicle motion state. Determining the first wheel region based on the vehicle body posture includes determining the first wheel region based on at least one of the vehicle body height corresponding to the first wheel and the vehicle body tilt angle relative to the ground. Determining the first wheel region based on the vehicle motion state includes determining the first wheel region based on at least one of the vehicle steering angle and the vehicle speed.

13. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the method as described in any one of claims 1 to 8.

Images