Control method for a vehicle

Abstract

The application provides a control method of a vehicle, obtaining a change amount of a driving parameter of the vehicle within a first set time length and an intermediate threshold section corresponding to a type of the driving parameter; judging a relationship between the change amount and the intermediate threshold section, and performing a related operation according to the judgment relationship; the related operation includes: when the change amount is in the intermediate threshold section, maintaining an operating state of the vehicle; when the change amount deviates from the intermediate threshold section, determining a control instruction according to a deviation degree of the change amount deviating from the intermediate threshold section, and adjusting the operating state of the vehicle. When the change amount deviates from the intermediate threshold section, the change amount of the driving parameter of the vehicle within the first set time length is large, and the vehicle may be in a certain dangerous working condition; the control instruction is determined according to the deviation degree of the change amount deviating from the intermediate threshold section, so that the operating state of the vehicle matches the current working condition, which is beneficial to the driving safety and riding comfort of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more particularly to a method for controlling a vehicle. Background Technology

[0002] In related technologies, vehicles rely on multiple sensors to collect road information and perform data analysis and calculations, adjusting vehicle suspension or other operating parameters based on the calculation results. However, vehicle control systems are complex, with long data transmission chains, resulting in long calculation and analysis times and slow response times, hindering the vehicle's ability to make rapid adjustments in dangerous situations. Summary of the Invention

[0003] This application provides a vehicle control method that features short analysis time, rapid response, and the ability to quickly adjust in dangerous situations.

[0004] This application provides a vehicle control method, which obtains the change of the vehicle's driving parameters within a first set time period and an intermediate threshold range corresponding to the type of the driving parameters;

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

[0006] When the change is within the intermediate threshold range, the vehicle's operating state is maintained;

[0007] When the change deviates from the intermediate threshold range, a control command is determined based on the degree of deviation of the change from the intermediate threshold range, and the vehicle's operating state is adjusted.

[0008] In this application, when the change in the vehicle's driving parameters within a first time period is within the intermediate threshold range, the vehicle is in a safe operating condition, maintaining the vehicle's operating state. When the change deviates from the intermediate threshold range, the change in the vehicle's driving parameters within the first set time period is large, and the vehicle may be in a dangerous operating condition such as braking, turning, or tire blowout. The control command is determined based on the degree of deviation of the change from the intermediate threshold range, and the vehicle's operating state is adjusted in a timely manner to match the vehicle's operating state with the current operating condition, reducing the risk of vehicle rollover, collision, etc., which is beneficial to the vehicle's driving safety and ride comfort.

[0009] Optionally, before acquiring the changes in the vehicle's driving parameters over a first set time period and the intermediate threshold range corresponding to the type of the driving parameters, the method further includes:

[0010] Set intermediate threshold ranges corresponding to various driving parameters of the vehicle;

[0011] Multiple threshold regions are set to classify the degree of deviation of various driving parameters, and the numerical range of each threshold region is different;

[0012] Establish the correspondence between the various threshold regions of each type of driving parameter and the control commands used to adjust the vehicle's operating state;

[0013] The step of determining the control command based on the degree of deviation of the change from the intermediate threshold range and adjusting the vehicle's operating state includes:

[0014] Determine the threshold region to which the degree of deviation of the change in the driving parameter from the intermediate threshold range belongs;

[0015] Based on the correspondence, control commands corresponding to the threshold region are determined, and the vehicle's operating status is adjusted.

[0016] Optionally, the control commands include adjustment amounts for adjusting the operating state of the vehicle;

[0017] In the aforementioned correspondence, the adjustment amount in each control command is positively correlated with the degree of deviation of the corresponding threshold region from the middle threshold segment.

[0018] Optionally, when the change deviates from the intermediate threshold range, determining a control command based on the degree of deviation of the change from the intermediate threshold range and adjusting the vehicle's operating state includes:

[0019] Determine the duration for which the change deviates from the intermediate threshold range;

[0020] When the duration exceeds the second set duration, the control command is determined and the vehicle's operating status is adjusted.

[0021] Optionally, the change includes the vehicle's acceleration in multiple directions;

[0022] When the change amount deviates from the intermediate threshold segment, the control command is determined based on the degree of deviation of the change amount from the intermediate threshold segment, and the vehicle's operating state is adjusted, including: when the acceleration in any direction deviates from the corresponding intermediate threshold segment, the control command is determined, and the vehicle's operating state is adjusted.

[0023] Optionally, the acceleration in the plurality of directions includes acceleration in a first direction, which is consistent with the vehicle's direction of travel;

[0024] When the change deviates from the intermediate threshold range, a control command is determined based on the degree of deviation of the change from the intermediate threshold range, and the vehicle's operating state is adjusted, including:

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

[0026] Optionally, the vehicle includes:

[0027] Multiple shock absorbers are respectively installed in the front left, front right, rear left, and rear right sections;

[0028] A damper damping valve is provided corresponding to the damper and is used to adjust the damping of the damper;

[0029] Multiple airbags are respectively located in the left front part, right front part, left rear part and right rear part;

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

[0031] The adjustment of vehicle braking includes:

[0032] Adjust the damper damping valve to increase the compression damping of the damper on the front side of the vehicle and increase the recovery damping of the damper on the rear side of the vehicle;

[0033] Control the airbag control valve to deflate the airbag at the rear of the vehicle.

[0034] Optionally, the acceleration in the plurality of directions includes acceleration in a second direction, which is consistent with the width direction of the vehicle;

[0035] When the change deviates from the intermediate threshold range, a control command is determined based on the degree of deviation of the change from the intermediate threshold range, and the vehicle's operating state is adjusted, including:

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

[0037] Optionally, the vehicle includes:

[0038] Multiple shock absorbers are respectively installed in the front left, front right, rear left, and rear right sections;

[0039] A damper damping valve is provided corresponding to the damper and is used to adjust the damping of the damper;

[0040] Multiple airbags are respectively located in the left front part, right front part, left rear part and right rear part;

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

[0042] The adjustment of the vehicle's turning includes:

[0043] Control the damper damping valve so that the damper on the side consistent with the turning direction reduces compression damping and increases recovery damping, and the damper on the side opposite to the turning direction increases compression damping and reduces recovery damping;

[0044] Control the deflation of the airbag on the side opposite to the turning direction.

[0045] Optionally, the driving parameters include a first type of driving parameters and a second type of driving parameters;

[0046] Based on the relationship between the changes in the vehicle's driving parameters within a first set time period and an intermediate threshold range, control operations on the vehicle are performed, including:

[0047] Compare the changing trends of the first type of driving parameter and the second type of driving parameter;

[0048] When the changing trends of the first type of driving parameter and the second type of driving parameter are consistent, the relevant operation is performed according to the judgment relationship;

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

[0050] Optionally, the first type of driving parameters includes the vehicle's speed in multiple directions, and the second type of driving parameters includes at least one of the vehicle tilt angle, airbag pressure, and the height of the vehicle above the ground. Attached Figure Description

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

[0052] Figure 1 The diagram shown is a schematic representation of an embodiment of the vehicle control method of this application.

[0053] Figure 2 The diagram shown is a schematic representation of another embodiment of the vehicle control method of this application.

[0054] Figure 3 The diagram shown is a schematic representation of yet another embodiment of the vehicle control method of this application.

[0055] Figure 4 The diagram shows another embodiment of the vehicle control method of this application.

[0056] Figure 5 The diagram shows another embodiment of the vehicle control method of this application.

[0057] Figure 6 The diagram shows another embodiment of the vehicle control method of this application.

[0058] Figure 7 The diagram shows another embodiment of the vehicle control method of this application.

[0059] Figure 8 The diagram shows another embodiment of the vehicle control method of this application. Detailed Implementation

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

[0061] If the embodiments of this application contain terms relating to directional indications or positional relationships (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 relationships and movements between components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed 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 steps S10 and S20.

[0063] In step S10, the changes in the vehicle's driving parameters within a first set time period and the intermediate threshold ranges corresponding to the types of driving parameters are obtained. These driving parameters may include vehicle speed, vehicle tilt angle, suspension height at different positions, and the pressure of different airbags in the suspension. During normal vehicle operation, the changes in these driving parameters are relatively small, i.e., within the intermediate threshold range. When the vehicle is in an unsafe operating condition, the changes in these driving parameters will be larger.

[0064] In step S20, the relationship between the change amount and the intermediate threshold segment is determined, and relevant operations are performed based on the determined relationship. These relevant operations include steps S21 and S22.

[0065] In step S21, when the change is in the middle threshold range, the vehicle's operating state is maintained.

[0066] In step S22, when the change deviates from the intermediate threshold range, a control command is determined based on the degree of deviation of the change from the intermediate threshold range, and the vehicle's operating state is adjusted.

[0067] When the change in the vehicle's driving parameters within the first time period is within the middle threshold range, the vehicle is in a safe operating condition, maintaining its operational status. When the change deviates from the middle threshold range, the change in the vehicle's driving parameters within the first set time period is large, and the vehicle may be in a dangerous situation such as braking, turning, or tire blowout. Control commands are determined based on the degree of deviation of the change from the middle threshold range, and the vehicle's operating status is adjusted in a timely manner to match the current operating conditions, reducing the risks of vehicle roll and collision, and improving vehicle driving safety and passenger comfort.

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

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

[0070] In step S32, multiple threshold regions are set to divide the deviation of various driving parameters, and the numerical range of each threshold region is different.

[0071] In step S33, a correspondence is established between multiple threshold regions for each type of driving parameter and control commands used to adjust the vehicle's operating state.

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

[0073] See Figure 4 As shown, in an optional embodiment, in step S22, a control command is determined based on the degree of deviation of the change from the intermediate threshold segment, and the operating state of the vehicle is adjusted, including steps S221 and S222.

[0074] In step S221, the threshold region to which the degree of deviation of the change in driving parameters from the intermediate threshold segment belongs is determined.

[0075] In step S222, the control command corresponding to the threshold region is determined according to the correspondence, and the vehicle's operating state is adjusted.

[0076] The vehicle's controller stores control commands for each threshold region. When a change deviates from the middle threshold range, the controller determines the threshold region to which the change belongs based on its magnitude and outputs corresponding control commands to adjust the vehicle's operating state. By dividing the changes in driving parameters into multiple threshold regions, the controller can respond quickly to the corresponding threshold region, allowing for timely adjustments to the vehicle's operating state to adapt to current hazardous conditions. This makes the controller's control of the vehicle simple, efficient, and fast-responding, enabling rapid adjustments to the vehicle's operating state in hazardous situations, thus contributing to driving safety. Furthermore, the vehicle's operating state remains consistent for changes within the same threshold region, resulting in high tolerance for errors in sensor-detected driving parameters and facilitating adjustments to the vehicle's operating state.

[0077] In an optional embodiment, the control commands include adjustment amounts for adjusting the vehicle's operating state. In the correspondence, the adjustment amount in each control command is positively correlated with the degree of deviation of the corresponding threshold region from the intermediate threshold segment.

[0078] In other words, when adjusting the vehicle's operating state, the smaller the deviation of the threshold region to which the change within the first set time period belongs relative to the intermediate threshold segment, the smaller the adjustment amount of the vehicle's operating state in the control command; conversely, the larger the deviation of the threshold region to which the change within the first set time period belongs relative to the intermediate threshold segment, the larger the adjustment amount of the vehicle's operating state in the control command. Through this setting, when the deviation of the threshold region to which the change belongs relative to the intermediate threshold segment is large, by increasing the adjustment amount of the vehicle's operating state, the vehicle's operating state is adapted to the current dangerous 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 number of times the valve body used for adjustment is opened and closed, and the valve body can be configured to operate in a jogging manner.

[0080] See Figure 5 As shown, in an optional embodiment, step S22 determines a control command based on the degree of deviation of the change from the intermediate threshold range when the change deviates from the intermediate threshold range, and adjusts the vehicle's operating state, including steps S223 and S224.

[0081] In step S223, the duration of the change deviating from the intermediate threshold segment is determined.

[0082] In step S224, when the duration exceeds the second preset duration, a control command is determined, and the vehicle's operating state is adjusted. When the duration does not exceed the second preset duration, the vehicle's operating state is not adjusted. Specifically, the second preset duration can be 0.2 seconds, 0.3 seconds, etc., determined based on the vehicle's test calibration value under hazardous conditions. This value is used to determine whether the suspension control execution conditions for hazardous conditions are met, thus excluding non-hazardous conditions such as sudden lane changes.

[0083] When a vehicle encounters non-dangerous situations such as sudden lane changes, the changes in driving parameters may be significant within a first set time period, but the duration usually does not exceed a second set time period. This setting eliminates fluctuations in driving parameters that occur under non-dangerous conditions, allowing the vehicle's operating state to be adjusted under dangerous conditions, thus reducing the risk of the controller erroneously adjusting the vehicle's operating state.

[0084] The changes include the vehicle's acceleration in multiple directions. Specifically, these include accelerations in a first direction, a second direction, and a third direction, where the first direction is the same as the vehicle's direction of travel, the second direction is the same as the vehicle's width direction, and the third direction is the same as the vehicle's height direction.

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

[0086] Specifically, when the acceleration in the first direction deviates from the intermediate threshold range, the vehicle may experience sudden acceleration or braking, at which point the vehicle's center of gravity may shift backward or forward. When the acceleration in the second direction deviates from the intermediate threshold range, the vehicle may experience sudden turning, at which point the vehicle's center of gravity may shift left or right. When the acceleration in the third direction deviates from the intermediate threshold range, the vehicle may experience sudden drops or bumps, in which case the vehicle may be traveling on uneven road surfaces.

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

[0088] See Figure 6 As shown, in an optional embodiment, step S22, when the change amount deviates from the intermediate threshold segment, determines the control command based on the degree of deviation of the change amount from the intermediate threshold segment, and adjusts the vehicle's operating state, including step S226.

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

[0090] When the acceleration in the first direction is negative and deviates from the midpoint threshold range of acceleration in the first direction, the vehicle's speed decreases significantly, and the vehicle is in a braking state, with its center of gravity shifting forward. This configuration allows the controller to quickly respond to braking situations and adjust the vehicle's operating state accordingly, ensuring the vehicle's operating state is adapted to the braking conditions, thus improving driving safety.

[0091] The vehicle includes: multiple shock absorbers respectively located in the front left, front right, rear left, and rear right sections; and shock absorber damping valves, which are corresponding to the shock absorbers and used to adjust the damping of the shock absorbers.

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

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

[0094] In step S2261, the damper damping valve is adjusted to increase the compression damping of the front damper of the vehicle and the recovery damping of the rear damper of the vehicle.

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

[0096] When a vehicle is braking, its center of gravity shifts forward. The front shock absorbers are compressed, while the rear shock absorbers recover. By adjusting the shock absorber damping valves, the compression damping of the front shock absorbers is increased, and the recovery damping of the rear shock absorbers is increased, reducing the compression of the front shock absorbers and the recovery of the rear shock absorbers, thus reducing the degree of forward shift of the vehicle's center of gravity. Simultaneously, the front airbags are compressed, and the rear airbags are stretched. By controlling the airbag control valve, the rear airbags are deflated, reducing the stretching of the rear airbags and thus reducing the degree of forward shift of the vehicle's center of gravity. Through these settings, the controller can quickly respond to braking situations and adjust the vehicle's operating state accordingly, adapting the vehicle's operating state to the braking conditions, thereby improving driving safety.

[0097] See Figure 7 As shown, in an optional embodiment, step S22, when the change amount deviates from the intermediate threshold segment, determines the control command based on the degree of deviation of the change amount from the intermediate threshold segment, and adjusts the vehicle's operating state, including step S227.

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

[0099] When the acceleration in the second direction deviates from the midpoint threshold range of the second direction acceleration, the vehicle is in a turning state, and the vehicle's center of gravity moves in the same direction as the turning direction. This setting allows the controller to quickly respond to vehicle turning, especially at high speeds, and adjust the vehicle's operating state accordingly to adapt to the turning conditions, thus improving vehicle driving safety.

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

[0101] In step S2271, the damper damping valve is controlled so that the damper on the side consistent with the turning direction reduces compression damping and increases recovery damping, while the damper on the side opposite to the turning direction increases compression damping and decreases recovery damping.

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

[0103] Specifically, the acceleration direction in the second direction can be set to positive if it's to the left along the vehicle's width, and negative if it's to the right. When the acceleration is positive, the vehicle turns left, its center of gravity shifts to the left, the left-side shock absorber is compressed, and the right-side shock absorber recovers. By adjusting the shock absorber damping valve, the compression damping of the left-side shock absorber is increased, and the recovery damping of the right-side shock absorber is increased, reducing the compression of the left-side shock absorber and the recovery of the right-side shock absorber, thus reducing the degree to which the vehicle's center of gravity shifts to the left. Simultaneously, the left-side airbag is compressed, and the right-side airbag is stretched. By controlling the airbag control valve, the right-side airbag is deflated, reducing its stretching and thus further reducing the degree to which the vehicle's center of gravity shifts to the left.

[0104] When acceleration is negative, as the vehicle turns right, its center of gravity shifts to the right. The right-side shock absorber is compressed, while the left-side shock absorber recovers. By adjusting the shock absorber damping valves, the compression damping of the right-side shock absorber is increased, and the recovery damping of the left-side shock absorber is increased, reducing the compression of the right-side shock absorber and the recovery of the left-side shock absorber, thus reducing the degree of the vehicle's center of gravity shift to the right. Simultaneously, the right-side airbag is compressed, and the left-side airbag is stretched. By controlling the airbag control valve, the left-side airbag is deflated, reducing its stretch and thus further reducing the degree of the vehicle's center of gravity shift to the right.

[0105] The above settings enable the controller to respond quickly to when the vehicle turns and adjust the vehicle's operating state accordingly to match the braking conditions, thereby improving vehicle driving safety.

[0106] Driving parameters include Class I driving parameters and Class II driving parameters.

[0107] See 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 steps S23, S24, and 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, the relevant operation is performed according to the judgment relationship.

[0110] In step S25, when the trends of change of the first type of driving parameter and the second type of 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 detect different driving parameters. Taking braking as an example, the vehicle's acceleration in the first direction is negative, and its center of gravity shifts forward. Correspondingly, if the vehicle's tilt angle, height at different positions, and airbag pressure are detected, the tilt angle in the driving direction should be downward, with the front of the vehicle tilting lower and the rear tilt increasing. The front airbag pressure should increase, and the rear airbag pressure should decrease. If one set of sensors obtains results different from others—for example, detecting an increase in front height and a decrease in rear height—this inconsistency with the trends of other sensor readings indicates an error in one or more sensor sets, potentially due to sensor malfunction. The vehicle will maintain its current operating state without adjustment to avoid adapting to erroneous driving parameter changes and ensure driving safety.

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

[0113] If at any one of the following parameters—vehicle tilt angle, airbag pressure, or vehicle height above the ground—is different from the result obtained by the speed sensor, it is determined that there is an error in the detection results of one or more sets of sensors, which may be due to sensor malfunction or other problems. The vehicle will maintain its current operating state and will not make any adjustments to its operating status to avoid the vehicle adjusting based on incorrect changes in driving parameters and to ensure the vehicle's driving safety.

[0114] The vehicle control method of this application is described below, focusing on the changes in various 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 referred to as acceleration.

[0115] The vehicle includes a six-axis gyroscope, multiple height sensors located on the front left, front right, rear left, and rear right sections, and multiple pressure sensors corresponding to multiple airbags on the front left, front right, rear left, and rear right sections. The six-axis gyroscope is used to detect the vehicle's acceleration in the first, second, and third directions, as well as roll, pitch, and rotation angles. The multiple height sensors are used to detect changes in the vehicle's height relative to the ground at different locations. The pressure sensors are used to detect the air pressure inside the multiple airbags in the suspension.

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

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

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

[0119] The change in airbag pressure is represented by ΔP, and the intermediate threshold range of the pressure change is represented by ΔP0. When the change in airbag pressure is positive, the airbag pressure increases; when the change in airbag pressure is negative, the airbag pressure decreases. The threshold ranges of airbag pressure change are represented in increasing order of deviation from the intermediate threshold range of airbag pressure 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 airbag's intake and exhaust. The shock absorber's recovery damping is denoted as ΔR, and can be represented as ΔR0, ΔR1, ΔR2, and ΔR3 in ascending order of recovery damping. The shock absorber's compression damping is denoted as ΔC, and can be represented as ΔC0, ΔC1, ΔC2, and ΔC3 in ascending order of compression damping. The airbag control valve's opening duration or number of openings is denoted as CV, and can be represented as CV0 (or " / "), CV1, CV2, and CV3 in ascending order of opening duration or number of openings.

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

[0122] Braking state (1) Braking state (2) Braking state (3) Acceleration in the first direction -Xa1 -Xa2 -Xa3 Acceleration in the second direction \ \ \ Acceleration in the third direction \ \ \ Side roll angle \ \ \ Pitch angle -Yθ1 -Yθ2 -Yθ3 Rotation angle \ \ \ Height of the left front part -h1 -h2 -h3 Height of the front right section -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 part 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 shows the control commands from the controller for adjusting multiple damper damping valves and airbag control valves. Table 2 shows the control commands from the controller for adjusting multiple damper damping valves and airbag control valves.

[0124] Braking state (1) Braking state (2) Braking state (3) Airbag control valve on the left front part / / / Damping valve of the shock absorber in the front left section R1, C1 R1, C2 R1, C3 Airbag control valve on the front right side / / / Damping valve of the shock absorber in the front right section R1, C1 R1, C2 R1, C3 Airbag control valve on the left rear section CV1 CV2 CV2 Damping valve of the shock absorber in the left rear section R1, C1 R2, C1 R3, C1 Airbag control valve on the right rear section CV1 CV2 CV2 Damping valve of the shock absorber in the right rear section R1, C1 R2, C1 R3, C1 Airbag control valve that controls airbag inflation / / / Airbag control valve that controls airbag deflation CV1 CV2 CV3

[0125] Table 2 shows the turning pattern of the vehicle when it turns left in some embodiments, as shown in Table 3:

[0126] Left turn (1) Left turn (2) Left turn (3) Acceleration in the first direction \ \ \ Acceleration in the second direction Ya1 Ya2 Ya3 Acceleration in the third direction \ \ \ Side roll angle -Xθ1 -Xθ2 -Xθ3 Pitch angle \ \ \ Rotation angle \ \ \ Height of the left front part h1 h2 h3 Height of the front right section -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 part -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 shows the control commands from the controller for adjusting multiple damper damping valves and airbag control valves, as shown in Table 4.

[0128] Left turn (1) Left turn (2) Left turn (3) Airbag control valve on the left front part CV1 CV1 CV1 Damping valve of the shock absorber in the front left section R1, C1 R2, C1 R3, C1 Airbag control valve on the front right side / / / Damping valve of the shock absorber in the front right section R1, C1 R1, C2 R1, C3 Airbag control valve on the left rear section CV1 CV1 CV1 Damping valve of the shock absorber in the left rear section R1, C1 R2, C1 R3, C1 Airbag control valve on the right rear section / / / Damping valve of the shock absorber in the right rear section R1, C1 R1, C2 R1, C3 Airbag control valve that controls airbag inflation / / / Airbag control valve that controls airbag deflation CV1 CV2 CV3

[0129] Table 4 shows the turning pattern of the vehicle when it turns right in some embodiments, as shown in Table 5:

[0130] Right turn status (1) Right turn status (2) Right turn status (3) Acceleration in the first direction \ \ \ Acceleration in the second direction -Ya1 -Ya2 -Ya3 Acceleration in the third direction \ \ \ Side roll angle Xθ1 Xθ2 Xθ3 Pitch angle \ \ \ Rotation angle \ \ \ Height of the left front part -h1 -h2 -h3 Height of the front right section 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 part 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 control commands for adjusting multiple damper damping valves and airbag control valves are shown in Table 6:

[0133] Right turn status (1) Right turn status (2) Right turn status (3) Airbag control valve on the left front part / / / Damping valve of the shock absorber in the front left section R1, C1 R1, C2 R1, C3 Airbag control valve on the front right side CV1 CV1 CV1 Damping valve of the shock absorber in the front right section R1, C1 R2, C1 R3, C1 Airbag control valve on the left rear section / / / Damping valve of the shock absorber in the left rear section R1, C1 R1, C2 R1, C3 Airbag control valve on the right rear section CV1 CV1 CV1 Damping valve of the shock absorber in the right rear section R1, C1 R2, C1 R3, C1 Airbag control valve that controls airbag inflation / / / Airbag control valve that controls airbag deflation CV1 CV2 CV3

[0134] Table 6

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

[0136] When turning left while braking 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 Side roll angle -Xθ3 Xθ3 Pitch angle Yθ1 -Yθ1 Rotation angle \ \ Height of the left front part h3 -h3 Height of the front right section -h3 h3 Height of the left rear part h3 -h3 Height of the right rear part -h3 h3 Pressure on the left front part -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 control commands from the controller for adjusting multiple damper damping valves and airbag control valves are shown in Table 8:

[0139] When turning left while braking Braking while turning right Airbag control valve on the left front part CV2 / Damping valve of the shock absorber in the front left section R3, C1 R1, C3 Airbag control valve on the front right side / CV2 Damping valve of the shock absorber in the front right section R1, C3 R3, C1 Airbag control valve on the left rear section CV2 / Damping valve of the shock absorber in the left rear section R3, C1 R1, C3 Airbag control valve on the right rear section / CV2 Damping valve of the shock absorber in the right rear section R3, C1 R3, C1 Airbag control valve that controls airbag inflation / / Airbag control valve that controls airbag deflation CV3 CV3

[0140] Table 8

[0141] Through the above settings, the changes in driving parameters detected by the sensors under various hazardous conditions are directly correlated with the threshold range to which the changes belong. The controller then directly outputs control commands to execute a set of instructions for the on / off states of various valves, such as the airbag control valve and the shock absorber damping valve, thereby achieving 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 operating conditions, such as single-wheel tire blowout or braking during a single-wheel tire blowout, the vehicle control method in this application can be used to formulate a set of control commands for the airbag control valve and the shock absorber damping valve based on the changes in driving parameters detected by the sensors and the threshold range to which the changes belong, thereby realizing the active suspension safety control method through conditioned reflex.

[0143] It should be noted that the technical solutions or 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 should be included within the scope of protection of this application.

Claims

1. A method for controlling a vehicle, characterized in that, include: The changes in the vehicle's driving parameters within a first set time period and the intermediate threshold range corresponding to the type of the driving parameters are obtained. 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: When the change is within the intermediate threshold range, the vehicle's operating state is maintained; When the change deviates from the intermediate threshold range, a control command is determined based on the degree of deviation of the change from the intermediate threshold range, and the vehicle's operating state is adjusted. Before acquiring the changes in the vehicle's driving parameters within a first set time period and the intermediate threshold range corresponding to the type of the driving parameters, the method further includes: Set intermediate threshold ranges corresponding to various driving parameters of the vehicle; Multiple threshold regions are set to classify the degree of deviation of various driving parameters, and the numerical range of each threshold region is different; Establish the correspondence between the various threshold regions of each type of driving parameter and the control commands used to adjust the vehicle's operating state; The step of determining the control command based on the degree of deviation of the change from the intermediate threshold range and adjusting the vehicle's operating state includes: Determine the threshold region to which the degree of deviation of the change in the driving parameter from the intermediate threshold range belongs; Based on the correspondence, control commands corresponding to the threshold region are determined, and the vehicle's operating status is adjusted.

2. The control method according to claim 1, characterized in that, The control commands include adjustment amounts for adjusting the vehicle's operating status; In the aforementioned correspondence, the adjustment amount in each control command is positively correlated with the degree of deviation of the corresponding threshold region from the middle threshold segment.

3. The control method according to claim 1, characterized in that, When the change deviates from the intermediate threshold range, a control command is determined based on the degree of deviation of the change from the intermediate threshold range, and the vehicle's operating state is adjusted, including: Determine the duration for which the change deviates from the intermediate threshold range; When the duration exceeds the second set duration, the control command is determined and the vehicle's operating status is adjusted.

4. The control method according to claim 1, characterized in that, The changes include the vehicle's acceleration in multiple directions; When the change amount deviates from the intermediate threshold segment, the control command is determined based on the degree of deviation of the change amount from the intermediate threshold segment, and the vehicle's operating state is adjusted, including: when the acceleration in any direction deviates from the corresponding intermediate threshold segment, the control command is determined, and the vehicle's operating state is adjusted.

5. The control method according to claim 4, characterized in that, The acceleration in the plurality of directions includes acceleration in a first direction, which is consistent with the direction of travel of the vehicle; When the change deviates from the intermediate threshold range, a control command is determined based on the degree of deviation of the change from the intermediate threshold range, and the vehicle's operating state is adjusted, including: When the acceleration in the first direction deviates from the corresponding intermediate threshold segment and the acceleration in the first direction is negative, the control command is determined to be a braking control command, and the vehicle braking is adjusted.

6. The control method according to claim 5, characterized in that, The vehicles include: Multiple shock absorbers are respectively installed in the front left, front right, rear left, and rear right sections; A damper damping valve is provided corresponding to the damper and is used to adjust the damping of the damper; Multiple airbags are respectively located in the left front part, right front part, left rear part and right rear part; An airbag control valve is provided corresponding to the airbag and is used to control the air intake and exhaust of the airbag; The adjustment of vehicle braking includes: Adjust the damper damping valve to increase the compression damping of the damper on the front side of the vehicle and increase the recovery damping of the damper on the rear side of the vehicle; Control the airbag control valve to deflate the airbag at the rear of the vehicle.

7. The control method according to claim 4, characterized in that, The acceleration in the plurality of directions includes acceleration in a second direction, which is consistent with the width direction of the vehicle; When the change deviates from the intermediate threshold range, a control command is determined based on the degree of deviation of the change from the intermediate threshold range, and the vehicle's operating state is adjusted, including: When the acceleration in the second direction deviates from the corresponding intermediate threshold segment, the control command is determined to be a turning control command, and the vehicle is adjusted to turn.

8. The control method according to claim 7, characterized in that, The vehicles include: Multiple shock absorbers are respectively installed in the front left, front right, rear left, and rear right sections; A damper damping valve is provided corresponding to the damper and is used to adjust the damping of the damper; Multiple airbags are respectively located in the left front part, right front part, left rear part and right rear part; An airbag control valve is provided corresponding to the airbag and is used to control the air intake and exhaust of the airbag; The adjustment of the vehicle's turning includes: Control the damper damping valve so that the damper on the side consistent with the turning direction reduces compression damping and increases recovery damping, and the damper on the side opposite to the turning direction increases compression damping and reduces recovery damping; Control the deflation of the airbag on the side opposite to the turning direction.

9. The control method according to claim 1, characterized in that, The driving parameters include a first category of driving parameters and a second category of driving parameters; Based on the relationship between the changes in the vehicle's driving parameters within a first set time period and an intermediate threshold range, control operations on the vehicle are performed, including: Compare the changing trends of the first type of driving parameter and the second type of driving parameter; When the changing trends of the first type of driving parameter and the second type of driving parameter are consistent, the relevant operation is performed according to the judgment relationship; When the trends of the first type of driving parameter and the second type of driving parameter are inconsistent, the current operating state of the vehicle is maintained.

10. The control method according to claim 9, characterized in that, The first type of driving parameters includes the vehicle's speed in multiple directions, and the second type of driving parameters includes at least one of the vehicle tilt angle, airbag pressure, and the height of the vehicle above the ground.

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