Vehicle control method

Abstract

The invention provides a control method of a vehicle. The control method comprises the steps that the variable quantity of a driving parameter of the vehicle within a first set duration and a middle threshold value section corresponding to the type of the driving parameter are obtained; judging the relationship between the variable quantity and the middle threshold section, and executing related operation according to the judgment relationship; the related operation comprises the steps that when the variable quantity is in the middle threshold value section, the running state of the vehicle is maintained; and when the variable quantity deviates from the middle threshold value section, a control instruction is determined according to the deviation degree of the variable quantity deviating from the middle threshold value section, and the running state of the vehicle is adjusted. When the variable quantity deviates from the middle threshold section, the variable quantity of the driving parameters of the vehicle within the first set duration is large, and the vehicle may be in a certain dangerous working condition, a control instruction is determined according to the deviation degree of the variable quantity deviating from the middle threshold section, so that the running state of the vehicle is matched with the current working condition; and the driving safety and the riding comfort of the vehicle are facilitated.

Description

Technical Field

[0001] The present application relates to the field of vehicle control, and in particular to a vehicle control method. Background Art

[0002] In related technologies, vehicles use a variety of sensors to collect road information, perform data analysis and calculations, and then adjust the vehicle's suspension or other operating parameters based on the results. Complex vehicle control systems and long data transmission links result in lengthy analysis times and slow response times, hindering rapid adjustments in dangerous situations. Summary of the Invention

[0003] The present application provides a vehicle control method with short analysis time, fast response, and the ability to make rapid adjustments in dangerous situations.

[0004] The present application provides a vehicle control method, which obtains a change in a driving parameter of the vehicle within a first set time period and an intermediate threshold value segment corresponding to the type of the driving parameter;

[0005] Determine the relationship between the change amount and the intermediate threshold segment, and perform relevant operations based on the determined relationship; the relevant operations include:

[0006] When the change is within the middle threshold range, maintaining the vehicle's running state;

[0007] When the variation deviates from the intermediate threshold segment, a control instruction is determined according to the degree of deviation of the variation from the intermediate threshold segment, and the running state of the vehicle is adjusted.

[0008] In the present application, when the amount of change in the vehicle's driving parameters within the first time period is within the middle threshold segment, the vehicle is in a safe operating condition and maintains the vehicle's operating state; when the amount of change deviates from the middle threshold segment, the amount of change in the vehicle's driving parameters within the first set time period is large, and the vehicle may be in a certain dangerous operating condition such as braking, turning, or tire blowout. The control instruction is determined according to the degree of deviation of the amount of change from the middle threshold segment, and the vehicle's operating state is adjusted in time to match the vehicle's operating state with the current operating condition, thereby reducing the risks of vehicle roll, collision, etc., which is beneficial to the vehicle's driving safety and ride comfort.

[0009] Optionally, before obtaining the change in the driving parameter of the vehicle within the first set time period and the intermediate threshold section corresponding to the type of the driving parameter, the method further includes:

[0010] Setting intermediate threshold segments corresponding to various driving parameters of the vehicle;

[0011] Setting a plurality of threshold regions for classifying the degree of deviation of each type of driving parameter, wherein the value range of each threshold region is different;

[0012] establishing a correspondence between the plurality of threshold regions for each type of driving parameter and a control instruction for adjusting an operating state of the vehicle;

[0013] The step of determining a control instruction based on the degree of deviation of the variation from the intermediate threshold segment and adjusting the operating state of the vehicle includes:

[0014] determining a threshold region to which a degree of deviation of the driving parameter variation from the middle threshold segment belongs;

[0015] According to the corresponding relationship, a control instruction corresponding to the threshold area is determined, and the operating state of the vehicle is adjusted.

[0016] Optionally, the control instruction includes an adjustment amount for adjusting the operating state of the vehicle;

[0017] In the corresponding relationship, the adjustment amount in each control instruction is positively correlated with the degree of deviation of the corresponding threshold area from the middle threshold segment.

[0018] Optionally, when the variation deviates from the intermediate threshold segment, determining a control instruction according to a degree of deviation of the variation from the intermediate threshold segment and adjusting the operating state of the vehicle include:

[0019] determining a duration of time during which the variation deviates from the intermediate threshold;

[0020] When the duration exceeds a second set duration, the control instruction is determined and the operating state of the vehicle is adjusted.

[0021] Optionally, the variation includes acceleration of the vehicle in multiple directions;

[0022] When the change deviates from the intermediate threshold segment, the control instruction is determined according to the degree of deviation of the change from the intermediate threshold segment, and the operating state of the vehicle is adjusted, including: when the acceleration in any direction deviates from the corresponding intermediate threshold segment, the control instruction is determined and the operating state of the vehicle is adjusted.

[0023] Optionally, the accelerations in the multiple directions include acceleration in a first direction, and the first direction is consistent with the driving direction of the vehicle;

[0024] When the variation deviates from the intermediate threshold segment, determining a control instruction according to the degree of deviation of the variation from the intermediate threshold segment and adjusting the operating state of the vehicle include:

[0025] When the acceleration in the first direction deviates from the corresponding middle threshold segment and the acceleration in the first direction is a negative value, the control instruction is determined to be a braking control instruction, and vehicle braking is adjusted.

[0026] Optionally, the vehicle includes:

[0027] a plurality of shock absorbers respectively provided at the left front portion, the right front portion, the left rear portion, and the right rear portion;

[0028] a shock absorber damping valve, provided corresponding to the shock absorber and used for adjusting the damping of the shock absorber;

[0029] a plurality of air bags respectively arranged at the left front portion, the right front portion, the left rear portion, and the right rear portion;

[0030] an airbag control valve, provided corresponding to the airbag and used to control the air intake and exhaust of the airbag;

[0031] The adjusting of vehicle braking comprises:

[0032] adjusting the shock absorber damping valve to increase the compression damping of the shock absorber on the front side of the vehicle and increase the return damping of the shock absorber on the rear side of the vehicle;

[0033] The airbag control valve is controlled to deflate the airbag on the rear side of the vehicle.

[0034] Optionally, the accelerations in the multiple directions include acceleration in a second direction, and the second direction is consistent with a width direction of the vehicle;

[0035] When the variation deviates from the intermediate threshold segment, determining a control instruction according to the degree of deviation of the variation from the intermediate threshold segment and adjusting the operating state of the vehicle include:

[0036] When the acceleration in the second direction deviates from the corresponding middle threshold segment, the control instruction is determined to be a turning control instruction, and the vehicle is adjusted to turn.

[0037] Optionally, the vehicle includes:

[0038] a plurality of shock absorbers respectively provided at the left front portion, the right front portion, the left rear portion, and the right rear portion;

[0039] a shock absorber damping valve, provided corresponding to the shock absorber and used for adjusting the damping of the shock absorber;

[0040] a plurality of air bags respectively arranged at the left front portion, the right front portion, the left rear portion, and the right rear portion;

[0041] an airbag control valve, provided corresponding to the airbag and used to control the air intake and exhaust of the airbag;

[0042] The adjusting of vehicle turning includes:

[0043] Controlling the damping valve of the shock absorber so that the compression damping of the shock absorber on the side consistent with the turning direction is reduced and the return damping is increased, and the compression damping of the shock absorber on the side opposite to the turning direction is increased and the return damping is reduced;

[0044] The exhaust of the airbag on the side opposite to the turning direction is controlled.

[0045] Optionally, the driving parameters include first-category driving parameters and second-category driving parameters;

[0046] Executing a control operation on the vehicle based on a relationship between a change in a driving parameter of the vehicle within a first set time period and an intermediate threshold value, further comprising:

[0047] comparing the changing trends of the first-category driving parameter and the second-category driving parameter;

[0048] When the change trends of the first-category driving parameter and the second-category driving parameter are consistent, performing the related operation according to the judgment relationship;

[0049] When the change trends of the first-type driving parameter and the second-type driving parameter are inconsistent, the current operating state of the vehicle is maintained.

[0050] Optionally, the first type of driving parameters includes the speed of the vehicle in multiple directions, and the second type of driving parameters includes at least one of the vehicle tilt angle, airbag pressure, and the height between the vehicle and the ground. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0052] Figure 1 Shown is a schematic diagram of an embodiment of a vehicle control method of the present application.

[0053] Figure 2 Shown is a schematic diagram of another embodiment of the vehicle control method of the present application.

[0054] Figure 3 Shown is a schematic diagram of another embodiment of the vehicle control method of the present application.

[0055] Figure 4 A schematic diagram showing another embodiment of a vehicle control method of the present application.

[0056] Figure 5 A schematic diagram showing another embodiment of a vehicle control method of the present application.

[0057] Figure 6 A schematic diagram showing another embodiment of a vehicle control method of the present application.

[0058] Figure 7 A schematic diagram showing another embodiment of a vehicle control method of the present application.

[0059] Figure 8 A schematic diagram showing another embodiment of a vehicle control method of the present application. DETAILED DESCRIPTION

[0060] Here, the technical solutions in the embodiments (or "implementations") of the present application will be clearly and completely described in conjunction with the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0061] If there are terms related to directional indications or positional relationships in the embodiments of this application (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationship, movement, etc. between the components in a specific posture (as shown in the accompanying drawings); if the specific posture changes, the directional indication or positional relationship will also change accordingly. In addition, the terms "first" and "second" in the embodiments of this application are only used for the purpose of convenience of description and should not be understood as indicating or implying relative importance.

[0062] This application provides a vehicle control method, such as Figure 1 and Figure 2 As shown, it includes step S10 and step S20.

[0063] In step S10, the change in the vehicle's driving parameters over a first set time period and the intermediate threshold range corresponding to the type of driving parameters are obtained. The vehicle's driving parameters may include vehicle speed, vehicle tilt angle, suspension height at different locations, and the pressure of different airbags in the vehicle's suspension. During normal vehicle operation, the change in these driving parameters is small, i.e., within the intermediate threshold range. When the vehicle is in an unsafe operating condition, the change in these driving parameters may be significant.

[0064] In step S20, the relationship between the change amount and the intermediate threshold segment is determined, and a related operation is performed based on the determined relationship. The related operation includes steps S21 and S22.

[0065] In step S21 , when the change amount is in the middle threshold section, the running state of the vehicle is maintained.

[0066] In step S22, when the variation deviates from the middle threshold section, a control instruction is determined according to the degree of deviation of the variation from the middle threshold section, and the running state of the vehicle is adjusted.

[0067] When the change in the vehicle's driving parameters within the first time period is within the middle threshold segment, the vehicle is in a safe operating condition and maintains the vehicle's operating status; when the change deviates from the middle threshold segment, the change in the vehicle's driving parameters within the first set time period is large, and the vehicle may be in a certain dangerous operating condition such as braking, turning, or tire blowout. The control instruction is determined according to the degree of deviation of the change from the middle threshold segment, and the vehicle's operating status is adjusted in time to match the vehicle's operating status with the current operating conditions, reducing the risks of vehicle roll, collision, etc., which is beneficial to the vehicle's driving safety and ride comfort.

[0068] See also Figure 3 As shown, in an optional embodiment, in step S10, before obtaining the change amount of the vehicle's driving parameters within the first set time period and the intermediate threshold segment corresponding to the type of driving parameters, it also includes steps S31, S32 and S33.

[0069] In step S31 , intermediate threshold value segments corresponding to various types of driving parameters of the vehicle are set.

[0070] In step S32 , a plurality of threshold regions are set for classifying the degree of deviation of each type of driving parameter, and each threshold region has a different numerical range.

[0071] In step S33 , a correspondence between a plurality of threshold regions for each type of driving parameter and a control instruction for adjusting the operating state of the vehicle is established.

[0072] The various driving parameters of the vehicle include an intermediate threshold segment and multiple threshold regions that deviate from the intermediate threshold segment. Since deviations from the intermediate threshold segment include increases or decreases in the driving parameters, the multiple threshold regions include multiple threshold regions with positive changes in the driving parameters and multiple threshold regions with negative changes. In some embodiments, the multiple threshold regions with positive changes and the multiple threshold regions with negative changes may be symmetrically distributed around the intermediate threshold segment. For example, the first set duration can be 1 second, and the change in suspension height is -20cm--15cm, which is the -h3 threshold area (wherein, "-" indicates that the height is compared to the middle threshold end, and the offset direction is downward, "h" indicates height, and "3" indicates the number of the threshold area. In this embodiment, the larger the number value, the greater the degree of deviation of the threshold area compared to the middle threshold segment), the change is -15cm--10cm for the -h2 threshold area, and the change is -10cm--5cm for the -h1 threshold area; the change is -5cm-5cm for the -h0 threshold area ("0" indicates the middle threshold segment); the change is 5cm-10cm for the h1 threshold area, the change is 10cm-15cm for the h2 threshold area, and the change is 15cm-20cm for the h3 threshold area.

[0073] See also Figure 4 As shown, in an optional embodiment, in step S22, a control instruction is determined according to the degree of deviation of the change amount from the middle threshold segment, and the operating state of the vehicle is adjusted, including step S221 and step S222.

[0074] In step S221 , the threshold region to which the degree of deviation of the driving parameter variation from the middle threshold range belongs is determined.

[0075] In step S222, a control instruction corresponding to the threshold area is determined according to the corresponding relationship, and the operating state of the vehicle is adjusted.

[0076] The vehicle's controller stores control instructions for each threshold region. When the change deviates from the intermediate threshold segment, the controller determines the threshold region to which the change belongs based on the size of the change, and outputs corresponding control instructions to the vehicle to adjust the vehicle's operating state. By dividing the change in driving parameters into multiple threshold regions, the controller can quickly respond to the threshold region to which the change belongs, allowing the vehicle's operating state to be adjusted in a timely manner and adapted to the current dangerous operating conditions. This makes the controller's control of the vehicle simple, efficient, and responsive, allowing it to quickly adjust the vehicle's operating state to dangerous operating conditions, which is beneficial to the vehicle's driving safety. For changes within the same threshold region, the vehicle's operating state is the same, so the fault tolerance for driving parameters detected by the sensor is high, making it easier to adjust the vehicle's operating state.

[0077] In an optional embodiment, the control instruction includes an adjustment amount for adjusting the operating state of the vehicle. In the corresponding relationship, the adjustment amount in each control instruction is positively correlated with the degree of deviation of the corresponding threshold area from the middle threshold segment.

[0078] That is, when adjusting the vehicle's operating state, the smaller the deviation of the threshold region to which the change in the first set time period belongs relative to the intermediate threshold segment, the smaller the adjustment to the vehicle's operating state in the control command; and the greater the deviation of the threshold region to which the change in the first set time period belongs relative to the intermediate threshold segment, the greater the adjustment to the vehicle's operating state in the control command. Through the above arrangement, when the deviation of the threshold region to which the change in the first set time period belongs relative to the intermediate threshold segment is large, the adjustment to the vehicle's operating state is increased, thereby adapting the vehicle's operating state to the current hazardous operating condition, thereby improving vehicle driving safety.

[0079] Specifically, in some embodiments, the adjustment amount can be controlled by the opening and closing time of the valve body used for adjustment; in other embodiments, the adjustment amount can be controlled by the opening and closing times of the valve body used for adjustment, and the valve body can be set to a momentary opening and closing mode.

[0080] See also Figure 5 As shown, in an optional embodiment, in step S22, when the change amount deviates from the intermediate threshold segment, the control instruction is determined according to the degree of deviation of the change amount from the intermediate threshold segment, and the operating state of the vehicle is adjusted, including step S223 and step S224.

[0081] In step S223 , the duration of the period during which the variation deviates from the intermediate threshold is determined.

[0082] In step S224, if the duration exceeds a second set time, a control command is determined and the vehicle's operating state is adjusted. If the duration does not exceed the second set time, the vehicle's operating state is not adjusted. Specifically, the second set time can be 0.2 seconds, 0.3 seconds, or other values, determined based on a test calibration value for the vehicle under hazardous operating conditions. This value is used to determine whether the hazardous suspension control execution conditions are met, thereby eliminating non-hazardous conditions such as sudden lane changes.

[0083] When the vehicle experiences a non-hazardous operating condition, such as a sudden lane change, the driving parameter change may significantly vary within the first set duration, but the duration of this variation generally does not exceed the second set duration. This configuration eliminates fluctuations in driving parameter changes that can occur in non-hazardous operating conditions, allowing the vehicle's operating state to be adjusted only in hazardous conditions, reducing the risk of the controller mistakenly triggering adjustments to the vehicle's operating state.

[0084] The variation includes acceleration of the vehicle in multiple directions. Specifically, it includes acceleration in a first direction, a second direction, and a third direction. The first direction is consistent with the vehicle's travel direction, the second direction is consistent with the vehicle's width, and the third direction is consistent with the vehicle's height.

[0085] In an optional embodiment, step S22, when the amount of change deviates from the intermediate threshold segment, determines a control instruction based on the degree of deviation of the amount of change from the intermediate threshold segment and adjusts the operating state of the vehicle, including step S225. In step S225, when the amount of change in acceleration in any direction deviates from the corresponding intermediate threshold segment, a control instruction is determined and the operating state of the vehicle is adjusted.

[0086] Specifically, when the acceleration in the first direction deviates from the middle threshold of the acceleration in the first direction, the vehicle may experience an emergency acceleration or braking situation, in which case the center of the vehicle may shift backward or forward. When the acceleration in the second direction deviates from the middle threshold of the acceleration in the second direction, the vehicle may experience an emergency turn situation, in which case the center of the vehicle may shift left or right. When the acceleration in the third direction deviates from the middle threshold of the acceleration in the third direction, the vehicle may experience an emergency drop or bump situation, in which case the vehicle may be traveling on an uneven road surface.

[0087] When the change in acceleration in any direction deviates from the corresponding intermediate threshold segment, the controller determines that the vehicle may be in a dangerous operating condition based on the type of acceleration that has deviated, and adjusts the vehicle's operating state accordingly to make the vehicle's operating state adapt to the current dangerous operating condition, thereby benefiting the vehicle's driving safety.

[0088] See also Figure 6 As shown, in an optional embodiment, step S22, when the change amount deviates from the middle threshold segment, the control instruction is determined according to the degree of deviation of the change amount from the middle threshold segment, and the operating state of the vehicle is adjusted, including step S226.

[0089] In step S226 , when the acceleration in the first direction deviates from the corresponding middle threshold segment and the acceleration in the first direction is a negative value, the control instruction is determined to be a braking control instruction, and the vehicle braking is adjusted.

[0090] When the acceleration in the first direction is negative and deviates from the intermediate threshold value of the acceleration in the first direction, the vehicle's speed decreases significantly, and the vehicle enters a braking state, with its center of gravity shifting forward. This configuration enables the controller to quickly respond to braking situations and adjust the vehicle's operating state accordingly, aligning it with the braking conditions, thereby enhancing vehicle safety.

[0091] The vehicle includes: a plurality of shock absorbers respectively arranged at the left front part, the right front part, the left rear part and the right rear part; and a shock absorber damping valve, which is arranged corresponding to the shock absorber and is used to adjust the damping of the shock absorber.

[0092] Multiple airbags are respectively arranged at the left front part, the right front part, the left rear part and the right rear part; and airbag control valves are arranged corresponding to the airbags and are used to control the air intake and exhaust of the airbags.

[0093] See also Figure 6 As shown, in an optional embodiment, step S226, adjusting vehicle braking, includes step S2261 and step S2262.

[0094] In step S2261, the shock absorber damping valve is adjusted to increase the compression damping of the shock absorber on the front side of the vehicle and to increase the return damping of the shock absorber on the rear side of the vehicle.

[0095] In step S2262, the airbag control valve is controlled to deflate the airbag on the rear side of the vehicle.

[0096] When a vehicle is braking, its center of gravity shifts forward, compressing the front shock absorber and causing the rear shock absorber to return. Adjusting the shock absorber damping valves increases the compression damping of the front shock absorber and the return damping of the rear shock absorber, reducing the compression of the front shock absorber and the return of the rear shock absorber, thereby reducing the forward shift of the vehicle's center of gravity. Simultaneously, the front airbag is compressed and the rear airbag is stretched. Controlling the airbag control valves vents the rear airbag, reducing the stretching of the rear airbag and thus reducing the forward shift of the vehicle's center of gravity. This configuration enables the controller to quickly respond to braking situations and adjust the vehicle's operating state accordingly, aligning it with the braking conditions, thereby improving vehicle safety.

[0097] See also Figure 7 As shown, in an optional embodiment, step S22, when the change amount deviates from the middle threshold segment, the control instruction is determined according to the degree of deviation of the change amount from the middle threshold segment, and the operating state of the vehicle is adjusted, including step S227.

[0098] In step S227 , when the acceleration in the second direction deviates from the corresponding middle threshold segment, the control instruction is determined to be a turning control instruction, and the vehicle is adjusted to turn.

[0099] When the acceleration in the second direction deviates from the middle threshold of the second direction, the vehicle is in a turning state, and the vehicle's center of gravity moves in the same direction as the turn. This configuration enables the controller to quickly respond to vehicle turns, particularly at high speeds, and adjust the vehicle's operating state accordingly, aligning it with the turning conditions, thereby enhancing vehicle safety.

[0100] Referring to FIG. 7 , in an optional embodiment, step S227 , adjusting the vehicle turning, includes step S2261 and step S2262 .

[0101] In step S2271, the shock absorber damping valve is controlled so that the shock absorber on the side consistent with the turning direction has reduced compression damping and increased return damping, while the shock absorber on the side opposite to the turning direction has increased compression damping and reduced return damping;

[0102] In step S2272, the airbag on the side opposite to the turning direction is controlled to be exhausted.

[0103] Specifically, the second acceleration direction can be set to a positive value when directed leftward along the width of the vehicle, and a negative value when directed rightward along the width of the vehicle. When the acceleration is positive, the vehicle turns left, the vehicle's center of gravity shifts leftward, the left shock absorber is compressed, and the right shock absorber is restored. By adjusting the shock absorber damping valve, the compression damping of the left shock absorber is increased, and the restoration damping of the right shock absorber is increased, thereby reducing the compression of the left shock absorber and the restoration of the right shock absorber, thereby reducing the extent of the leftward shift of the vehicle's center of gravity. Simultaneously, the left airbag of the vehicle is compressed, and the right airbag is stretched. By controlling the airbag control valve, the right airbag is deflated, reducing the degree of stretching of the right airbag, thereby reducing the extent of the leftward shift of the vehicle's center of gravity.

[0104] When the acceleration is negative, the vehicle turns right, shifting its center of gravity to the right. The right shock absorber compresses, while the left shock absorber recovers. Adjusting the shock absorber damping valve increases the compression damping of the right shock absorber and the recovery damping of the left shock absorber, reducing the compression of the right shock absorber and the recovery of the left shock absorber, thereby reducing the rightward shift of the vehicle's center of gravity. Simultaneously, the right airbag is squeezed and the left airbag is stretched. Controlling the airbag control valve deflates the left airbag, reducing the stretching of the left airbag and thus reducing the rightward shift of the vehicle's center of gravity.

[0105] Through the above settings, the controller can quickly respond to the vehicle turning situation and adjust the vehicle's operating state accordingly so that the vehicle's operating state is adapted to the braking conditions, which is beneficial to the vehicle's driving safety.

[0106] The driving parameters include first-category driving parameters and second-category driving parameters.

[0107] See also Figure 8 As shown, in an optional embodiment, step S20, determining the relationship between the change amount and the intermediate threshold segment, and performing related operations based on the determined relationship, further includes step S23, step S24, and step S25.

[0108] In step S23 , the changing trends of the first type of driving parameter and the second type of driving parameter are compared.

[0109] In step S24 , when the changing trends of the first type of driving parameter and the second type of driving parameter are consistent, relevant operations are performed according to the judgment relationship.

[0110] In step S25 , when the changing trends of the first driving parameter and the second driving parameter are inconsistent, the current operating state of the vehicle is maintained.

[0111] The vehicle is equipped with multiple sets of sensors that simultaneously monitor different driving parameters. For example, during braking, the vehicle's acceleration in a first direction is negative, and the vehicle's center of gravity shifts forward. Accordingly, monitoring the vehicle's tilt angle, the vehicle's height at different locations, and the pressure within the suspension's airbags should reveal a downward tilt in the vehicle's front direction of travel, with the vehicle's front height decreasing and its rear height increasing. The airbag pressure at the front of the vehicle increases, while the airbag pressure at the rear decreases. If the results obtained by one set of sensors differ from those obtained by other sensors—for example, if the vehicle's front height increases and its rear height decreases, and the trend of changes in the detection results differs from those of the other sensors—then the detection results of one or more sets of sensors are determined to be erroneous, possibly due to sensor failure. The vehicle's current operating state will be maintained, and no adjustments will be made to the vehicle's operating state. This prevents the vehicle from adjusting based on erroneous changes in driving parameters and ensures safe driving.

[0112] In an optional embodiment, the first category of driving parameters includes vehicle speed in multiple directions, and the second category of driving parameters includes at least one of vehicle tilt, airbag pressure, and vehicle height above the ground. In some embodiments, the second category of driving parameters includes vehicle tilt, airbag pressure, and vehicle height above the ground. In other embodiments, the first category of driving parameters includes airbag pressure, and the second category of driving parameters includes at least one of vehicle acceleration in multiple directions, vehicle tilt, and vehicle height above the ground. The selection of the first and second categories of driving parameters is not limited to this embodiment; other types of sensors may also be provided to detect other types of driving parameters.

[0113] If at this time at least one of the vehicle's inclination angle, airbag pressure, and the height between the vehicle and the ground is different from the result obtained by the speed sensor, it is judged that the detection results of one or more groups of sensors are wrong, and problems such as sensor failure may occur. The current operating status of the vehicle will be maintained and the vehicle's operating status will not be adjusted to avoid the vehicle adjusting according to the change in the wrong driving parameters and ensure the vehicle's driving safety.

[0114] The following describes the vehicle control method of the present application based on the changes in multiple driving parameters, including vehicle speed in multiple directions, vehicle tilt angle, airbag pressure, and vehicle height above the ground. The changes in vehicle speed in multiple directions are accelerations.

[0115] The vehicle includes a six-axis gyroscope, multiple height sensors located on the left front, right front, left rear, and right rear sections, and multiple pressure sensors located on the multiple airbags located on the left front, right front, left rear, and right rear sections. The six-axis gyroscope detects vehicle acceleration in first, second, and third directions, as well as roll, pitch, and roll angles. The multiple height sensors detect changes in vehicle height above the ground at different locations. The pressure sensors detect air pressure within the multiple airbags on the suspension.

[0116] The first direction is represented by the X direction, and the intermediate threshold value segment of the acceleration in the first direction is represented by Xa0. The threshold regions of the acceleration in the first direction are represented in order of increasing deviation from the intermediate threshold value segment of the acceleration in the first direction as -Xa1, -Xa2, -Xa3, and Xa1, Xa2, Xa3, where the negative sign indicates the direction opposite to the vehicle's forward travel. The second direction is represented by the Y direction, and the intermediate threshold value segment of the acceleration in the first direction is represented by Ya0. In this embodiment, when the acceleration in the second direction is positive, the vehicle's acceleration direction is leftward; when the acceleration in the second direction is negative, the vehicle's acceleration direction is rightward. The threshold regions of the acceleration in the second direction are represented in order of increasing deviation from the intermediate threshold value segment of the acceleration in the second direction as -Ya1, -Ya2, -Ya3, and Ya1, Ya2, Ya3. The third direction is represented as the Z direction, the middle threshold segment of the acceleration of the third direction is represented as Za0, and the threshold areas of the acceleration of the third direction are represented as -Za1, -Za2, -Za3 and Za1, Za2, Za3 in increasing order of deviation from the middle threshold segment of the acceleration of the third direction, where the acceleration of the third direction is a negative value, indicating that the direction of acceleration is downward.

[0117] The roll angle is denoted as Xθ, and the intermediate threshold range for the roll angle change is denoted as Xθ0. When the roll angle change is positive, the vehicle rolls to the right; when the roll angle change is negative, the vehicle rolls to the left. The roll angle change threshold ranges are denoted, in increasing order of deviation from the intermediate threshold range, as -Xθ1, -Xθ2, -Xθ3, and Xθ1, Xθ2, Xθ3. The pitch angle is denoted as Yθ. When the pitch angle change is positive, the vehicle pitches upward; when the pitch angle change is negative, the vehicle pitches downward. The pitch angle change threshold ranges are denoted, in increasing order of deviation from the intermediate threshold range, as -Yθ1, -Yθ2, -Yθ3, and Yθ1, Yθ2, Yθ3. The rotation angle is represented by Zθ, and the intermediate threshold range for the rotation angle change is represented by Zθ0. When the rotation angle change is positive, the vehicle's rotation direction is clockwise; when the rotation angle change is negative, the vehicle's roll direction is counterclockwise. The threshold ranges for the rotation angle change are represented in increasing order of deviation from the intermediate threshold range for the rotation angle change as -Zθ1, -Zθ2, -Zθ3, and Zθ1, Zθ2, Zθ3.

[0118] The height change between the vehicle and the ground at different locations is represented by Δh, and the intermediate threshold range for the height change is Δh0. A positive height change indicates an increase in height, while a negative height change indicates a decrease in height. The threshold ranges for height change are represented in increasing order of deviation from the intermediate threshold range as -Δh1, -Δh2, -Δh3, and Δh1, Δh2, Δh3.

[0119] The change in airbag pressure is represented by ΔP, and the intermediate pressure threshold is ΔP0. A positive change in airbag pressure indicates an increase in pressure; a negative change indicates a decrease. The pressure thresholds are represented in increasing order of deviation from the intermediate pressure threshold as -ΔP1, -ΔP2, -ΔP3, and ΔP1, ΔP2, ΔP3.

[0120] The vehicle includes a shock absorber damping valve corresponding to the shock absorber for adjusting the shock absorber's damping, and an airbag control valve corresponding to the airbag for controlling the air intake and exhaust of the airbag. The shock absorber's return damping is represented by ΔR, which, in ascending order of return damping, can be represented as ΔR0, ΔR1, ΔR2, and ΔR3. The shock absorber's compression damping is represented by ΔC, which, in ascending order of compression damping, can be represented as ΔC0, ΔC1, ΔC2, and ΔC3. The airbag control valve's opening duration or number of openings is represented by CV, which, in ascending order of opening duration or number of openings, can be represented as CV0 (or " / "), CV1, CV2, and CV3.

[0121] In some embodiments, when the vehicle brakes, the braking condition of the vehicle is as shown in Table 1:

[0122] Braking status (1) Braking status (2) Braking status (3) Acceleration in the first direction -Xa1 -Xa2 -Xa3 Acceleration in the second direction \ \ \ Acceleration in the third direction \ \ \ Roll angle \ \ \ Pitch angle -Yθ1 -Yθ2 -Yθ3 Rotation angle \ \ \ Height of the left front part -h1 -h2 -h3 Height of the right front part -h1 -h2 -h3 Height of the left rear part h1 h1 h1 Height of the right rear part h1 h1 h1 Pressure on the left front P1 P2 P3 Pressure on the right front part P1 P2 P3 Pressure on the left rear part -P1 -P1 -P1 Pressure on the right rear part -P1 -P1 -P1

[0123] Table 1 The controller's control instructions for adjusting multiple shock absorber damping valves and airbag control valves are shown in Table 2:

[0124] Braking status (1) Braking status (2) Braking status (3) Airbag control valve on the left front / / / Front left shock absorber damping valve R1, C1 R1, C2 R1, C3 Airbag control valve on the right front section / / / Right front shock absorber damping valve R1, C1 R1, C2 R1, C3 Airbag control valve on the left rear CV1 CV2 CV2 Left rear shock absorber damping valve R1, C1 R2, C1 R3, C1 Airbag control valve on the right rear part CV1 CV2 CV2 Shock absorber damping valve on the right rear section R1, C1 R2, C1 R3, C1 Airbag control valve that controls airbag intake / / / Airbag control valve that controls airbag exhaust CV1 CV2 CV3

[0125] Table 2 In some embodiments, when a vehicle turns left, the turning condition of the vehicle is as shown in Table 3:

[0126] Left turn state (1) Left turn state (2) Left turn state (3) Acceleration in the first direction \ \ \ Acceleration in the second direction Ya1 Ya2 Ya3 Acceleration in the third direction \ \ \ Roll angle -Xθ1 -Xθ2 -Xθ3 Pitch angle \ \ \ Rotation angle \ \ \ Height of the left front part h1 h2 h3 Height of the right front part -h1 -h2 -h3 Height of the left rear part h1 h2 h3 Height of the right rear part -h1 -h2 -h3 Pressure on the left front -P1 -P2 -P3 Pressure on the right front part P1 P2 P3 Pressure on the left rear part -P1 -P2 -P3 Pressure on the right rear part P1 P2 P3

[0127] Table 3 The controller's control instructions for adjusting multiple shock absorber damping valves and airbag control valves are shown in Table 4:

[0128] Left turn state (1) Left turn state (2) Left turn state (3) Airbag control valve on the left front CV1 CV1 CV1 Front left shock absorber damping valve R1, C1 R2, C1 R3, C1 Airbag control valve on the right front section / / / Right front shock absorber damping valve R1, C1 R1, C2 R1, C3 Airbag control valve on the left rear CV1 CV1 CV1 Left rear shock absorber damping valve R1, C1 R2, C1 R3, C1 Airbag control valve on the right rear part / / / Shock absorber damping valve on the right rear section R1, C1 R1, C2 R1, C3 Airbag control valve that controls airbag intake / / / Airbag control valve that controls airbag exhaust CV1 CV2 CV3

[0129] Table 4 In some embodiments, when a vehicle turns right, the turning condition of the vehicle is as shown in Table 5:

[0130] Right turn state (1) Right turn state (2) Right turn state (3) Acceleration in the first direction \ \ \ Acceleration in the second direction -Ya1 -Ya2 -Ya3 Acceleration in the third direction \ \ \ Roll angle Xθ1 Xθ2 Xθ3 Pitch angle \ \ \ Rotation angle \ \ \ Height of the left front part -h1 -h2 -h3 Height of the right front part h1 h2 h3 Height of the left rear part -h1 -h1 -h3 Height of the right rear part h1 h2 h3 Pressure on the left front P1 P2 P3 Pressure on the right front part -P1 -P2 -P3 Pressure on the left rear part P1 P2 P3 Pressure on the right rear part -P1 -P2 -P3

[0131] Table 5

[0132] The controller's control instructions for adjusting multiple shock absorber damping valves and airbag control valves are shown in Table 6:

[0133] Right turn state (1) Right turn state (2) Right turn state (3) Airbag control valve on the left front / / / Front left shock absorber damping valve R1, C1 R1, C2 R1, C3 Airbag control valve on the right front section CV1 CV1 CV1 Right front shock absorber damping valve R1, C1 R2, C1 R3, C1 Airbag control valve on the left rear / / / Left rear shock absorber damping valve R1, C1 R1, C2 R1, C3 Airbag control valve on the right rear part CV1 CV1 CV1 Shock absorber damping valve on the right rear section R1, C1 R2, C1 R3, C1 Airbag control valve that controls airbag intake / / / Airbag control valve that controls airbag exhaust CV1 CV2 CV3

[0134] Table 6

[0135] In some embodiments, when the vehicle brakes during a turn, the turning condition of the vehicle is as shown in Table 7:

[0136] Braking while turning left Braking while turning right Acceleration in the first direction -Xa3 Xa3 Acceleration in the second direction Ya3 -Ya3 Acceleration in the third direction -Za1 Za1 Roll angle -Xθ3 Xθ3 Pitch angle Yθ1 -Yθ1 Rotation angle \ \ Height of the left front part h3 -h3 Height of the right front part -h3 h3 Height of the left rear part h3 -h3 Height of the right rear part -h3 h3 Pressure on the left front -P3 P3 Pressure on the right front part P3 -P3 Pressure on the left rear part -P3 P3 Pressure on the right rear part P3 -P3

[0137] Table 7

[0138] The controller's control instructions for adjusting multiple shock absorber damping valves and airbag control valves are shown in Table 8:

[0139] Braking while turning left Braking while turning right Airbag control valve on the left front CV2 / Front left shock absorber damping valve R3, C1 R1, C3 Airbag control valve on the right front section / CV2 Right front shock absorber damping valve R1, C3 R3, C1 Airbag control valve on the left rear CV2 / Left rear shock absorber damping valve R3, C1 R1, C3 Airbag control valve on the right rear part / CV2 Shock absorber damping valve on the right rear section R3, C1 R3, C1 Airbag control valve that controls airbag intake / / Airbag control valve that controls airbag exhaust CV3 CV3

[0140] Table 8

[0141] Through this setup, the sensor's detected changes in driving parameters under different hazardous conditions are directly mapped to the threshold range within which the changes fall. The controller then directly outputs control commands, executing a set of on-off instructions for various valves, such as the airbag control valve and the shock absorber damping valve, to achieve real-time active suspension adjustment. This active suspension safety control method, implemented through conditioned reflexes, stabilizes the vehicle and improves driving safety.

[0142] In other embodiments, for other dangerous working conditions, such as single-wheel tire blowout, braking during a single-wheel tire blowout, etc., the vehicle control method of the present application can be used to correspond to the change in driving parameters detected by the sensor and the threshold area to which the change belongs, to formulate an instruction group for the control instructions of the airbag control valve and the shock absorber damping valve, and implement the active suspension safety control method through conditioned reflex.

[0143] It should be noted that the technical solutions or technical features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this application shall be included in the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that: include: Acquire a change amount of a driving parameter of a vehicle within a first set time period and an intermediate threshold segment corresponding to a type of the driving parameter; Determine the relationship between the change amount and the intermediate threshold segment, and perform relevant operations according to the determined relationship; The related operations include: When the change amount is within the middle threshold section, maintaining the running state of the vehicle; When the variation deviates from the middle threshold section, a control instruction is determined according to the degree of deviation of the variation from the middle threshold section, and the running state of the vehicle is adjusted.

2. The control method according to claim 1, characterized in that: Before obtaining the change amount of the driving parameter of the vehicle within the first set time period and the intermediate threshold section corresponding to the type of the driving parameter, the method further includes: Setting intermediate threshold segments corresponding to various driving parameters of the vehicle; Setting a plurality of threshold regions for classifying the degree of deviation of each type of driving parameter, wherein the value range of each threshold region is different; establishing a correspondence between the plurality of threshold regions for each type of driving parameter and a control instruction for adjusting the operating state of the vehicle; The step of determining a control instruction according to the degree of deviation of the variation from the intermediate threshold segment and adjusting the running state of the vehicle includes: determining a threshold region to which a degree of deviation of the driving parameter variation from the middle threshold segment belongs; According to the corresponding relationship, a control instruction corresponding to the threshold area is determined, and the running state of the vehicle is adjusted.

3. The control method according to claim 2, characterized in that: The control instruction includes an adjustment amount for adjusting the operating state of the vehicle; In the corresponding relationship, the adjustment amount in each control instruction is positively correlated with the degree of deviation of the corresponding threshold area from the middle threshold segment.

4. The control method according to claim 2, characterized in that: When the variation deviates from the intermediate threshold segment, determining a control instruction according to the degree of deviation of the variation from the intermediate threshold segment, and adjusting the running state of the vehicle, comprises: Determining the duration of the variation deviation from the intermediate threshold segment; When the duration exceeds a second set duration, the control instruction is determined and the running state of the vehicle is adjusted.

5. The control method according to claim 2, characterized in that: The variation includes acceleration of the vehicle in multiple directions; When the change deviates from the intermediate threshold segment, the control instruction is determined according to the degree of deviation of the change from the intermediate threshold segment, and the running state of the vehicle is adjusted, including: when the acceleration in any direction deviates from the corresponding intermediate threshold segment, the control instruction is determined, and the running state of the vehicle is adjusted.

6. The control method according to claim 5, characterized in that: The accelerations in the multiple directions include an acceleration in a first direction, where the first direction is consistent with a driving direction of the vehicle; When the variation deviates from the intermediate threshold segment, determining a control instruction according to the degree of deviation of the variation from the intermediate threshold segment, and adjusting the running state of the vehicle, comprises: When the acceleration in the first direction deviates from the corresponding middle threshold segment and the acceleration in the first direction is a negative value, the control instruction is determined to be a braking control instruction, and the vehicle braking is adjusted.

7. The control method according to claim 6, characterized in that: The vehicle comprises: A plurality of shock absorbers are respectively arranged at the left front portion, the right front portion, the left rear portion and the right rear portion; A shock absorber damping valve, arranged corresponding to the shock absorber and used for adjusting the damping of the shock absorber; A plurality of air bags are respectively arranged at the left front portion, the right front portion, the left rear portion and the right rear portion; An airbag control valve, arranged corresponding to the airbag, for controlling the air intake and exhaust of the airbag; The adjusting of vehicle braking comprises: adjusting the shock absorber damping valve to increase the compression damping of the shock absorber on the front side of the vehicle and increase the return damping of the shock absorber on the rear side of the vehicle; The airbag control valve is controlled to exhaust the airbag at the rear side of the vehicle.

8. The control method according to claim 5, characterized in that: The accelerations in the plurality of directions include an acceleration in a second direction, the second direction being consistent with a width direction of the vehicle; When the variation deviates from the intermediate threshold segment, determining a control instruction according to the degree of deviation of the variation from the intermediate threshold segment, and adjusting the running state of the vehicle, comprises: When the acceleration in the second direction deviates from the corresponding middle threshold segment, the control instruction is determined to be a turning control instruction, and the vehicle turning is adjusted.

9. The control method according to claim 8, characterized in that: The vehicle comprises: A plurality of shock absorbers are respectively arranged at the left front portion, the right front portion, the left rear portion and the right rear portion; A shock absorber damping valve, arranged corresponding to the shock absorber and used for adjusting the damping of the shock absorber; A plurality of air bags are respectively arranged at the left front portion, the right front portion, the left rear portion and the right rear portion; An airbag control valve, arranged corresponding to the airbag, for controlling the air intake and exhaust of the airbag; The adjusting of vehicle turning comprises: Controlling the damping valve of the shock absorber so that the shock absorber on the side consistent with the turning direction reduces compression damping and increases return damping, and the shock absorber on the side opposite to the turning direction increases compression damping and reduces return damping; The exhaust of the airbag on the side opposite to the turning direction is controlled.

10. The control method according to claim 2, characterized in that: The driving parameters include first-category driving parameters and second-category driving parameters; Executing a control operation on the vehicle according to a relationship between a change in a driving parameter of the vehicle within a first set time period and an intermediate threshold segment, further comprising: comparing the change trends of the first-category driving parameter and the second-category driving parameter; When the change trends of the first-type driving parameter and the second-type driving parameter are consistent, performing the related operation according to the judgment relationship; When the change trends of the first-type driving parameter and the second-type driving parameter are inconsistent, the current operating state of the vehicle is maintained.

11. The control method according to claim 10, characterized in that: The first type of driving parameters includes vehicle speeds in multiple directions, and the second type of driving parameters includes at least one of a vehicle tilt angle, an airbag pressure, and a height between the vehicle and the ground.

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