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

Abstract

The invention relates to a vehicle control method and system, a storage medium, a controller and a vehicle, road surface information of a vehicle driving road and driving data of the vehicle are obtained, when the road surface information meets preset road surface conditions, an active suspension unit of the vehicle is triggered to conduct first control operation on the vehicle, and when it is detected that the vehicle swings transversely, the active suspension unit is triggered to conduct second control operation on the vehicle. And when the driving data meets the preset driving condition, a rear wheel steering unit and a braking unit of the vehicle are triggered to carry out second control operation on the vehicle. The vehicle can be accurately controlled, and the running stability of the vehicle is improved.

Description

Technical Field

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

[0002] Currently, vehicles usually deal with large lateral forces through fixed suspension designs or single yaw control systems, which rely on real-time feedback of the vehicle status and take passive adjustments to improve the vehicle's driving stability.

[0003] However, fixed suspension is difficult to adapt to different road conditions, and yaw control can only compensate after instability, which cannot effectively prevent the risk of continuous yaw, irregular sliding or rollover of the vehicle. At the same time, this method also fails to use road information to perceive in advance, lacks the ability to actively respond to complex road conditions, and affects the vehicle's controllability and safety. Summary of the invention

[0004] The embodiment of the present application provides a vehicle control method, which can improve the driving stability of the vehicle to at least partially solve the above-mentioned technical problems.

[0005] In order to achieve the above object, according to a first aspect of the present application, a vehicle control method is provided, comprising:

[0006] Acquiring road surface information of the road on which the vehicle is traveling and driving data of the vehicle;

[0007] When the road surface information meets a preset road surface condition, triggering an active suspension unit of the vehicle to perform a first control operation on the vehicle;

[0008] When it is detected that the vehicle sways laterally and the driving data meets the preset driving conditions, the rear wheel steering unit and the braking unit of the vehicle are triggered to perform a second control operation on the vehicle.

[0009] Optionally, the acquiring road surface information of the road on which the vehicle is traveling includes:

[0010] Acquire first road surface information of a current road where the vehicle is located;

[0011] Pre-identifying second road surface information of a front road that the vehicle is about to enter according to the driving trajectory of the vehicle;

[0012] The road surface information is obtained according to the first road surface information and the second road surface information.

[0013] Optionally, the road surface information includes road surface characteristic information indicating that the road is a high-adhesion road surface, a low-adhesion road surface or a split road surface;

[0014] The split road surface is a road surface on the left side of the vehicle that is a high-adhesion road surface or a low-adhesion road surface, and the road surface on the right side of the vehicle is the other of the above two road surface information.

[0015] Optionally, when the road surface information meets a preset road surface condition, triggering the active suspension unit of the vehicle to perform a first control operation on the vehicle includes:

[0016] When the first road surface information includes a characteristic that the road on which the vehicle is traveling is a high-adhesion road surface, and the second road surface information indicates that the road ahead is a low-adhesion road surface, the road surface information satisfies a first preset road surface condition, and controls the active suspension unit to distribute the rear axle load of the vehicle to the front axle.

[0017] Optionally, when the road surface information meets a preset road surface condition, triggering the active suspension unit of the vehicle to perform a first control operation on the vehicle includes:

[0018] When the first road surface information indicates that the vehicle is traveling on a low-adhesion road surface, and the second road surface information indicates that the road ahead is a high-adhesion road surface, the road surface information satisfies a second preset road surface condition;

[0019] Under the second preset road condition, if it is detected that the vehicle speed changes when the vehicle enters a high-adhesion road surface, the active suspension unit is triggered to distribute the front axle load of the vehicle to the rear axle when the vehicle speed increases, or to distribute the rear axle load of the vehicle to the front axle when the vehicle speed decreases.

[0020] Optionally, when the road surface information meets a preset road surface condition, triggering the active suspension unit of the vehicle to perform a first control operation on the vehicle includes:

[0021] When the first road surface information indicates that the road surface of the vehicle driving on the road remains a high-adhesion road surface or a low-adhesion road surface, and the second road surface information indicates that the road ahead is an open road surface, the road surface information satisfies a third preset road surface condition, and a high-adhesion side load of the vehicle on the high-adhesion side of the high-adhesion road surface is obtained;

[0022] The active suspension unit is controlled to distribute the high-adhesion side load to a low-adhesion side of the vehicle on a low-adhesion road surface.

[0023] Optionally, when the lateral swing of the vehicle is detected and the driving data meets a preset driving condition, triggering a rear wheel steering unit and a braking unit of the vehicle to perform a second control operation on the vehicle includes:

[0024] Obtaining the yaw angular velocity of the vehicle when it sways laterally under different preset road conditions;

[0025] When it is detected that the yaw angular velocity is greater than a preset yaw angular velocity threshold, the rear wheel steering unit and the braking unit of the vehicle are triggered to perform fusion control on the vehicle to limit the amplitude of the lateral swing of the vehicle.

[0026] Optionally, triggering a rear wheel steering unit and a braking unit of the vehicle to perform fusion control on the vehicle includes:

[0027] Determining a first control coefficient of the rear-wheel steering unit according to the vehicle speed and the steering wheel angle of the vehicle;

[0028] The second control coefficient of the braking unit is determined according to the vehicle speed and the steering wheel angle; the target yaw moment corresponding to the fusion control is allocated to the rear-wheel steering unit according to the first control coefficient, and is allocated to the braking unit according to the second control coefficient.

[0029] According to a second aspect of the present application, a vehicle control system is provided, comprising:

[0030] A preview unit, used to obtain road surface information of the road on which the vehicle is traveling and driving data of the vehicle;

[0031] A chassis domain controller is used to trigger the active suspension unit of the vehicle to perform a first control operation on the vehicle when the road surface information meets a preset road surface condition; and to trigger the rear-wheel steering unit and braking unit of the vehicle to perform a second control operation on the vehicle when lateral swing of the vehicle is detected and the driving data meets a preset driving condition.

[0032] According to a third aspect of the present application, a computer-readable storage medium is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the method described above are implemented.

[0033] According to a fourth aspect of the present application, a controller is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the method described above are implemented.

[0034] According to a fifth aspect of the present application, a vehicle is also provided, comprising the controller as described above.

[0035] According to a sixth aspect of the present application, a computer program product is also provided, comprising a computer program or instructions, which implement the steps of the method described above when executed by a processor.

[0036] In summary, the present application first obtains the road surface information of the vehicle's driving road and the vehicle's driving data. When the road surface information meets the preset road surface conditions, the active suspension unit of the vehicle is triggered to perform the first control operation on the vehicle, so that the type of road ahead of the vehicle can be sensed in advance, and the load distribution of the front and rear axles or the left and right sides can be dynamically adjusted through the active suspension unit to improve the wheel grip and avoid slipping or sliding. When the vehicle is detected to be lateral swinging and the driving data meets the preset driving conditions, the rear wheel steering unit and the braking unit of the vehicle are triggered to perform the second control operation on the vehicle, so that the yaw control module can be activated in advance under complex road conditions through the coordinated control of the active suspension, the braking system and the rear wheel steering system, and the yaw movement of the vehicle can be effectively suppressed. Compared with the traditional method that can only perform passive stability control on the vehicle, the present application can perform active stability control operations on the vehicle according to the road surface and vehicle driving conditions, greatly reducing the need for driving intervention, and providing users with a safer and smoother driving experience.

[0037] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0039] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0040] Figure 1 is a flow chart of a vehicle control method provided in an exemplary embodiment of the present disclosure;

[0041] Figure 2 is a flowchart of performing yaw control on a vehicle provided in an exemplary embodiment of the present disclosure;

[0042] Figure 3 is a schematic diagram of a vehicle control system provided in an exemplary embodiment of the present disclosure;

[0043] Figure 4 is another schematic diagram of a vehicle control system provided in an exemplary embodiment of the present disclosure;

[0044] Figure 5 Schematic diagram of the architecture of a vehicle provided in an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0045] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0046] Based on the problems mentioned in the above background technology, in order to improve the driving stability of the vehicle, in the related technology, a fixed suspension design or a single yaw control system is usually adopted to deal with the lateral force through independent adjustment of braking or steering.

[0047] However, this approach mostly relies on real-time feedback and passive response of the vehicle status, and fails to proactively deal with potential risks under complex road conditions. The fixed suspension design lacks the ability to dynamically adjust the loads on the front and rear axles, making it difficult to adapt to changes in adhesion conditions on different roads; and the single yaw control system has limited effect under complex road conditions, and can only play a partial compensation role after the vehicle loses stability, failing to effectively prevent dangerous conditions such as "snaking" or rollover. In addition, the existing technology does not fully utilize the advance perception of road information, and is unable to take preventive measures when the vehicle approaches low-adhesion or open roads, resulting in insufficient overall vehicle controllability and safety.

[0048] This application provides a method for controlling a vehicle. Figure 1 The vehicle control method provided in the embodiment of the present application includes steps S101-S103, which are described in detail below.

[0049] Step S101: Acquire road surface information of the road on which the vehicle is traveling and the vehicle's driving data.

[0050] The road surface information may include road surface characteristic information indicating whether the road is a high-adhesion road surface, a low-adhesion road surface or a split road surface. A high-adhesion road surface may include an asphalt road surface or a cement road surface, which has a high friction coefficient and the vehicle has good grip on such a road surface. Correspondingly, a low-adhesion road surface may include an icy road surface, a grassy road surface or a wet road surface, which has a low friction coefficient and is likely to cause the vehicle to slip or spin.

[0051] The split road surface refers to the road surface on the left side of the vehicle being a high adhesion road surface or a low adhesion road surface, and the road surface on the right side of the vehicle being the other of the above two road surface information. Specifically, it means that the road adhesion on the left and right sides of the vehicle is different. For example, the left side is a high adhesion road surface, and the right side is a low adhesion road surface, or vice versa. Split roads will cause uneven distribution of vehicle adhesion, affecting the driving stability of the vehicle.

[0052] In the scenario of this application, the collection and classification of road surface information is the basis for the dynamic adjustment of the control system. When the vehicle enters different road scenarios, the chassis domain controller uses this information to pre-adjust the suspension system, braking system, and steering system to adapt to changes in road conditions and ensure the stability of the vehicle.

[0053] In some embodiments, Figure 3 As shown, the road surface information can be obtained through the preview unit of the vehicle. The main function of the preview unit is to identify the road conditions ahead of the vehicle in the driving trajectory in advance through image acquisition and processing technology.

[0054] In specific implementation, the preview unit can collect images or perception signals of the road ahead through a high-precision camera or other sensor equipment. The collected road images can be analyzed using image processing algorithms to extract characteristic information that characterizes the adhesion of the road surface, such as surface color, texture, and smoothness. The road ahead can be identified as a high-adhesion road surface, a low-adhesion road surface, or a split road surface in combination with a road surface information database. The road ahead information can be monitored in real time during vehicle driving, and the results can be transmitted to the chassis domain controller to provide decision-making basis for the suspension system, braking system, and yaw control module.

[0055] This application can make pre-adjustments before the vehicle approaches low-adhesion or split roads through the advance perception of the pre-aiming unit, such as optimizing the front and rear axle load distribution or activating the yaw control module in advance. Such forward-looking adjustments can effectively avoid the risk of the vehicle losing control due to sudden complex road conditions, and improve the safety and adaptability of the vehicle under various working conditions.

[0056] The driving data of the vehicle is also called the vehicle status information, which may include vehicle speed, wheel speed, longitudinal acceleration, lateral acceleration, body roll angle, body lateral angular velocity, yaw acceleration, etc. The above driving data can be collected in real time by vehicle sensors or related collection equipment.

[0057] In some embodiments, step S101 may include:

[0058] First, first road surface information of the current road where the vehicle is located is obtained;

[0059] Next, according to the driving trajectory of the vehicle, second road surface information of the road ahead that the vehicle is about to enter is pre-identified;

[0060] Then, road surface information is obtained according to the first road surface information and the second road surface information.

[0061] In specific implementation, the preview unit (such as an on-board camera, laser radar or sensor) can be used to perceive the environment around the vehicle and analyze the characteristics of the road surface the vehicle is currently on. By analyzing the texture, color and smoothness of the current road surface, the adhesion characteristics of the road surface can be determined, such as whether it is a high-adhesion road surface (such as a cement road surface) or a low-adhesion road surface (such as an ice and snow road surface). The basic information of the current state of the vehicle can be provided to the system as a starting point for subsequent adjustments.

[0062] In some embodiments, the preview unit can obtain road information within a certain distance in front of the vehicle through sensors such as cameras, and identify the type of road surface that the vehicle may travel on in the future. For example, the specific road section that the vehicle will travel on can be predicted based on the vehicle's driving trajectory combined with the road model. The adhesion characteristics of the second road surface are classified, for example, whether the road ahead is a low-adhesion road surface (such as a wet road surface) or a split road surface (the left and right tires contact a road surface with different adhesion characteristics). This can provide the vehicle with information about the road conditions that may be faced in the future, so that the system can adjust the control strategy in a targeted manner.

[0063] In some embodiments, the first road surface information of the current road can be associated and integrated with the second road surface information of the road ahead to obtain complete road surface information. The difference between the first road surface information and the second road surface information can be compared, such as entering a low-adhesion road surface from a high-adhesion road surface, or entering a split road surface from a single road surface. According to the characteristics of the difference, the road surface information scene is divided (such as high-adhesion to low-adhesion, low-adhesion to high-adhesion, high-adhesion and low-adhesion split, etc.). The comprehensive road surface information is transmitted to the chassis domain controller to provide decision-making basis for the active suspension, braking system and yaw control module.

[0064] Through the above steps, the system can analyze the trend of road condition changes in real time and implement targeted control measures to improve vehicle stability. Through the forward-looking perception capability of the preview unit, the current road condition is combined with possible future road condition information, so that it can accurately analyze the possible sudden changes between different road surfaces, such as the situation where the vehicle may suddenly enter a low-adhesion road surface from a high-adhesion road surface. Through this way of dynamically acquiring and comprehensively processing road surface information, it can effectively achieve the transition from passive response to active prediction, ensuring the driving safety and stability of the vehicle under complex road conditions.

[0065] Step S102: When the road surface information meets the preset road surface condition, trigger the active suspension unit of the vehicle to perform a first control operation on the vehicle.

[0066] In some embodiments, the preset road conditions may be various conditions where the first road information and the second road information are significantly different, such as conditions where the vehicle is traveling from a high-adhesion road to a low-adhesion road, from a low-adhesion road to a high-adhesion road, and from a single high-adhesion road or low-adhesion road to a split road.

[0067] It is understandable that when the above situations occur, the vehicle may experience dangerous driving movements such as skidding and sliding, and it is necessary to trigger the active suspension unit through the chassis domain controller to distribute the load on the vehicle in order to balance the load on various parts of the vehicle and control the vehicle to drive smoothly.

[0068] In some embodiments, when the first road surface information may include a representation that the road the vehicle is traveling on is a high-adhesion road surface, and the second road surface information represents that the road ahead is a low-adhesion road surface, the road surface information satisfies the first preset road surface condition and controls the active suspension unit to distribute the rear axle load of the vehicle to the front axle.

[0069] It can be understood that the first road surface information indicates that the vehicle is currently driving on a high-adhesion road surface, such as asphalt or cement road surface. Since such road surfaces have a high friction coefficient, the wheels have strong grip and the vehicle runs relatively stably. Correspondingly, the second road surface information indicates that the vehicle is about to enter a low-adhesion road surface, such as ice, snow, grass or wet road surface. The low-adhesion road surface has a low friction coefficient, which can easily cause wheel slippage or vehicle sliding, and there is a greater risk of loss of control.

[0070] When a first preset road surface condition occurs in which the first road surface information is a high-adhesion road surface and the second road surface information is a low-adhesion road surface, the system can determine that the road surface information meets the preset risk condition and that countermeasures need to be taken immediately.

[0071] In order to deal with the problem of front wheel slippage that may be caused by low-adhesion roads, the system can transfer part of the vehicle's rear axle load to the front axle through the active suspension unit to increase the grip of the front axle wheels. When the chassis domain controller receives a determination signal that the road information meets the first preset road condition, the controller can send an adjustment instruction to the active suspension unit to achieve the transfer of load from the rear axle to the front axle by changing the suspension damping, stiffness or height. The adhesion of the front axle wheels is enhanced due to the increase in load, reducing the risk of skidding or sliding of the vehicle's front wheels after entering low-adhesion roads. Before the vehicle enters a low-adhesion road, the stability of the vehicle is significantly improved by optimizing the front axle load distribution to avoid loss of control caused by insufficient front wheel grip.

[0072] It can be understood that the present application can complete the adjustment before the vehicle enters a low-adhesion road by identifying the first road surface information and the second road surface information in real time, and dynamically adjust the load distribution based on the first preset road surface condition, so as to actively reduce the potential possibility of loss of control, increase the front axle wheel grip, and improve the stability of the vehicle on low-adhesion roads. Effectively prevent wheel slip or vehicle sliding caused by a sudden drop in the road friction coefficient, and reduce driving risks.

[0073] The present application can ensure that the vehicle can achieve forward-looking adjustments under complex road conditions and effectively improve the stability and safety of vehicle driving by precisely controlling the active suspension unit after the first preset road condition is met.

[0074] In some embodiments, triggering the first control operation may include:

[0075] First, when the first road surface information indicates that the road on which the vehicle is traveling is a low-adhesion road surface, and the second road surface information indicates that the road ahead is a high-adhesion road surface, the road surface information satisfies the second preset road surface condition;

[0076] Then, under the second preset road condition, if it is detected that the vehicle speed changes when the vehicle enters a high-adhesion road surface, the active suspension unit is triggered to distribute the front axle load of the vehicle to the rear axle when the vehicle speed increases, or to distribute the rear axle load of the vehicle to the front axle when the vehicle speed decreases.

[0077] It can be understood that the first road surface information is that the vehicle is currently driving on a low-adhesion road surface (such as ice, snow, grass or wet road surface). This type of road surface has a low friction coefficient, the vehicle's grip is limited, and the maneuverability is poor. The second road surface information is that the vehicle is about to enter a high-adhesion road surface (such as asphalt or cement road surface), which has a high friction coefficient, the vehicle's grip is strong, and has better maneuverability and stability.

[0078] When the first road surface information is a low-adhesion road surface and the second road surface information is a high-adhesion road surface, the system can determine that the road surface information meets the second preset road surface condition and needs to make control preparations for transitioning to a high-adhesion road surface condition.

[0079] When the vehicle meets the second preset road condition, the driver's operating behavior can be further judged to determine whether to trigger suspension adjustment. The system can monitor the driver's accelerator pedal and brake pedal signals, such as monitoring the driver's pressing the accelerator pedal to cause the vehicle to accelerate, and the driver's pressing the brake pedal to cause the vehicle to decelerate. When the vehicle enters a high-adhesion road from a low-adhesion road and detects the above-mentioned vehicle speed change, the suspension adjustment is triggered to optimize the load distribution.

[0080] In specific implementation, when the vehicle accelerates, the body will have a significant tendency to lift up and press down at the rear due to inertia, the front axle load will be reduced and the rear axle load will increase. At this time, the rear axle wheels need to bear more driving force while maintaining sufficient grip to prevent slipping.

[0081] The active suspension unit can actively transfer part of the front axle load to the rear axle, and enhance the grip of the rear axle wheels by changing the stiffness, damping or height of the suspension. The greater load distribution on the rear axle ensures the effective transmission of driving force and reduces the risk of wheel slippage or vehicle loss of control due to insufficient grip on the rear axle.

[0082] Under high-speed driving and acceleration conditions, the vehicle's driving stability and rear-wheel drive performance are significantly improved, ensuring a smooth transition from the vehicle to the acceleration state and avoiding tail swing or side slip problems caused by unreasonable load distribution.

[0083] Correspondingly, when the vehicle decelerates or brakes, inertia causes the vehicle body to tilt forward, the load on the rear axle is reduced and the load on the front axle is increased. At this time, the front axle wheels need to bear more braking force and maintain grip to prevent slipping or loss of control.

[0084] The active suspension unit can transfer part of the rear axle load to the front axle by adjusting the suspension parameters, increase the grip of the front axle wheels, strengthen the adhesion of the front wheels, ensure that the braking force can effectively act on the ground, and prevent the vehicle from slipping or drifting due to insufficient front axle grip during braking.

[0085] Under deceleration or braking conditions, the vehicle's braking performance and directional control capabilities are greatly improved, effectively preventing the vehicle from losing control due to inertia and ensuring that the vehicle can decelerate or stop smoothly.

[0086] Through the above method, the present application distributes the front axle load to the rear axle when the vehicle speed increases, and distributes the rear axle load to the front axle when the vehicle speed decreases. It can intelligently control the front and rear axle loads of the vehicle, ensuring that the vehicle can maintain a high level of controllability and stability during acceleration and braking, greatly improving driving safety and comfort.

[0087] By optimizing the vehicle's stability and handling performance in the above way, the inertia effect caused by low-adhesion roads can be reduced, and part of the front axle load can be transferred to the rear axle to avoid excessive grip distribution caused by excessive front axle load, which affects the rear axle grip. By increasing the rear axle load, the rear axle grip on high-adhesion roads is improved, ensuring the effective transmission of driving force and vehicle driving stability.

[0088] In specific implementation, the chassis domain controller can generate suspension adjustment signals based on vehicle speed changes and road surface information. The active suspension unit responds to the signal by adjusting the suspension stiffness, damping or height to distribute the front axle load to the rear axle. As a result, the front and rear loads of the vehicle on high-adhesion roads are more balanced, and driving controllability is significantly enhanced.

[0089] Through comprehensive judgment of different road conditions and vehicle dynamic behavior, the vehicle is ensured to have higher stability and adaptability during the transition phase of road conditions. The suspension adjustment is triggered based on actual driving operations to avoid unnecessary intervention and improve the intelligence of the system. The load distribution is dynamically optimized when the vehicle accelerates or brakes to reduce the risk of vehicle loss of control. When the low-adhesion road transitions to the high-adhesion road, the optimal grip distribution is provided to effectively improve the vehicle's handling and comfort.

[0090] When the vehicle meets the second preset road condition and the vehicle speed changes, the present invention ensures that the vehicle maintains stability and safety when transitioning to a high-adhesion road surface through dynamic adjustment of the suspension load, thereby minimizing the risk of vehicle loss of control during acceleration or braking.

[0091] In one embodiment, triggering the first control operation may further include:

[0092] First, when the first road surface information indicates that the road surface of the vehicle driving on the road remains a high-adhesion road surface or a low-adhesion road surface, and the second road surface information indicates that the road ahead is an open road surface, the road surface information satisfies the third preset road surface condition, and the high-adhesion side load of the vehicle on the high-adhesion side of the high-adhesion road surface is obtained;

[0093] Then, the active suspension unit is controlled to distribute the high-adhesion side load to the low-adhesion side of the vehicle on the low-adhesion road surface.

[0094] In a specific implementation, when the road surface information indicates that the first road surface on which the vehicle is currently traveling is a high-adhesion or low-adhesion road surface, this situation can also be called single-road driving, and when the road ahead of the vehicle is an open road, the system can identify that the vehicle is about to enter a road situation with asymmetric adhesion. At this time, the system can determine that the road surface information meets the third preset road surface condition, that is, the vehicle's driving path meets the specific road surface condition.

[0095] When the system identifies that the vehicle is on the side of a high-adhesion road, called the "high-adhesion side", the system can obtain the load data of the vehicle on this side, which represents the grip and support provided by the high-adhesion road to the wheel.

[0096] Furthermore, through the active suspension system, the system can transfer the load of the high-adhesion side to the "low-adhesion side", that is, the side of the vehicle on the low-adhesion road surface, to improve the tire grip of the low-adhesion side and prevent the wheels on the low-adhesion side from slipping or losing control due to lack of sufficient adhesion.

[0097] The core of this process is to judge the vehicle's current road conditions and changes in the road ahead in real time, and use the active suspension system to adjust the vehicle's load distribution, thereby improving the vehicle's stability and traction on roads with different adhesion, especially avoiding slippage of the low-adhesion wheels and improving overall driving safety.

[0098] The present application uses the intervention of the active suspension system to control the active suspension unit to transfer the load from the high-adhesion side to the low-adhesion side. Through this adjustment, the grip of the wheels on the low-adhesion side is strengthened to prevent them from slipping or losing control on the low-adhesion road surface, thereby ensuring the stability and safety of the vehicle under complex road conditions by dynamically adjusting the suspension load.

[0099] Step S103: When lateral swing of the vehicle is detected and the driving data meets the preset driving conditions, the rear wheel steering unit and the braking unit of the vehicle are triggered to perform a second control operation on the vehicle.

[0100] In the scenario of the present application, in addition to the possible dangerous situations such as skidding and rollover when the vehicle is traveling on different types of complex and changeable roads, detecting the vehicle to avoid large lateral swings is also a necessary measure to improve the safety of vehicle driving.

[0101] It can be understood that since the road conditions on which the vehicle is traveling may be changeable, slight lateral swing of the vehicle that does not affect normal driving is allowed during driving. Therefore, preset driving conditions can be added to the detection. Only when the vehicle has a lateral swing that seriously affects normal driving, the second control operation for limiting and alleviating the larger lateral swing of the vehicle is triggered.

[0102] In some embodiments, step S103 may include:

[0103] First, the yaw angular velocity of the vehicle when it sways laterally under different preset road conditions is obtained;

[0104] Then, when the detected yaw angular velocity is greater than a preset yaw angular velocity threshold, the rear wheel steering unit and the braking unit of the vehicle are triggered to perform fusion control on the vehicle to limit the amplitude of the lateral swing of the vehicle.

[0105] The yaw rate refers to the rotation speed of the vehicle around its vertical axis. During vehicle driving, on low-adhesion roads, the vehicle is prone to yaw (i.e., the vehicle swings left and right) due to loss of grip or lateral force.

[0106] It is understandable that the vehicle will generate different yaw angular velocities under different preset road conditions (such as high adhesion road and low adhesion road). For example, under the first preset road condition, when the vehicle first drives on a high adhesion road (such as an asphalt road or a cement road), the vehicle is relatively stable, but when the vehicle subsequently enters a low adhesion road (such as ice, snow, grass or wet road), especially when making a sharp turn or encountering lateral force, the vehicle is more likely to yaw. The preview unit can evaluate the possible yaw angular velocity of the vehicle by monitoring the vehicle's driving environment and the road conditions ahead in real time, so as to prepare for the subsequent control strategy.

[0107] like Figure 2 As shown, corresponding yaw rate thresholds can be set for a variety of preset road conditions. For example, the first preset road condition, the second preset road condition and the third preset road condition can correspond to three different yaw rate thresholds ω1, ω2 and ω3 respectively. When the vehicle yaw rate exceeds the threshold, it means that the vehicle has a large yaw amplitude, which may affect the stability and safety of the vehicle. Once the yaw rate is greater than the preset threshold, the system will trigger the vehicle's control module to intervene.

[0108] In specific implementation, rear-wheel steering can adjust the vehicle's driving trajectory and reduce the impact of yaw. By properly adjusting the steering angle of the rear wheels, the lateral swing of the vehicle can be effectively reduced. The braking system can help control yaw by applying braking force on specific wheels, especially when excessive yaw occurs, the precise control of the braking system can help stabilize the vehicle.

[0109] The goal of the fusion control of the rear-wheel steering unit and the braking unit is to limit the amplitude of the vehicle's lateral swing, thereby preventing the vehicle from losing control. It can respond quickly to lateral swing and use the rear-wheel steering to adjust the driving direction of the vehicle body. At the same time, the braking system is used to balance the lateral force to ensure the stability of the vehicle's driving.

[0110] When the vehicle is yaw controlled, for example, when the vehicle is driving on a low-adhesion road, encounters lateral force and the yaw rate exceeds a threshold, the vehicle's yaw control module can be activated to stabilize the vehicle. In this case, the yaw control module can apply appropriate control measures to the vehicle to ensure the safety and stability of the vehicle.

[0111] When the vehicle yaw rate exceeds the threshold, the present application stabilizes the vehicle in real time and reduces the yaw amplitude through a fusion control strategy, such as rear wheel steering and braking control, to ensure safe driving of the vehicle on low-adhesion roads. The above control strategy is suitable for driving on low-adhesion roads or in bad weather conditions, and improves the vehicle's handling and stability.

[0112] In some embodiments, performing fusion control on a vehicle may include:

[0113] Firstly, according to the vehicle speed and the steering wheel angle, a first control coefficient of the rear wheel steering unit is determined;

[0114] Next, the second control coefficient of the braking unit is determined according to the vehicle speed and the steering wheel angle; the target yaw moment corresponding to the fusion control is allocated to the rear wheel steering unit according to the first control coefficient, and to the braking unit according to the second control coefficient.

[0115] Based on what you provided, here is a detailed explanation of the process:

[0116] The first control coefficient is a control coefficient of the rear-wheel steering unit, and is used to determine the proportion of the target yaw moment allocated to the rear-wheel steering unit.

[0117] In some embodiments, a suitable first control coefficient can be calculated based on the current speed and steering wheel angle of the vehicle. The size of the first control coefficient will be affected by the vehicle speed and steering wheel angle. When the vehicle speed is high or the steering wheel angle is large, the dynamic behavior of the vehicle is more complex, and the contribution of the rear-wheel steering to stability is relatively small. Therefore, in this case, a smaller first control coefficient can be set so that the torque allocated to the rear-wheel steering is smaller to avoid excessive steering intervention. Correspondingly, when the vehicle speed is low or the steering wheel angle is small, the effect of the rear-wheel steering is more obvious, and a larger first control coefficient can be set to make full use of the rear-wheel steering to help the vehicle control yaw.

[0118] The second control coefficient is the control coefficient of the brake unit, which is used to determine the proportion of the target yaw moment allocated to the brake unit. Similar to the first control coefficient, the size of the second control coefficient is also affected by the vehicle speed and the steering wheel angle.

[0119] In some embodiments, a suitable second control coefficient can be calculated based on the current speed of the vehicle and the steering wheel angle. When the vehicle speed is high, the effect of the braking system is more significant, because higher speeds require stronger braking forces to suppress yaw and stabilize the vehicle. Therefore, in this case, the second control coefficient will be relatively large to ensure that the braking system plays a greater role in suppressing yaw. When the vehicle speed is low, the effect of the braking system on yaw is relatively small, and excessive braking may cause other handling problems, so the second control coefficient can be small to avoid excessive braking. A suitable second control coefficient can be calculated based on the current speed of the vehicle and the steering wheel angle.

[0120] The target yaw moment refers to the total torque calculated by the system to be applied to reduce the amplitude of the vehicle yaw and help the vehicle maintain stability. The target yaw moment can be proportionally distributed according to the first control coefficient and the second control coefficient calculated previously.

[0121] Specifically, the target yaw moment can be allocated to the rear wheel steering unit according to the ratio of the first control coefficient to help adjust the vehicle's driving direction and reduce yaw. The target yaw moment can be allocated to the braking unit according to the second control coefficient to accurately apply braking force and brake on specific wheels to further suppress yaw.

[0122] Through the above method, the present application can intelligently distribute the target yaw moment based on the dynamic state of the vehicle, such as vehicle speed and steering wheel angle. First, the appropriate control coefficient is calculated to control the force of the rear wheel steering and braking system. Then, the target yaw moment is distributed according to these two coefficients, and the fusion control of the rear wheel steering and braking system is used to stabilize the vehicle, reduce the amplitude of yaw, and ensure the stability of the vehicle on low-adhesion roads or complex road conditions.

[0123] According to a second aspect of the present disclosure, there is provided a vehicle control system, comprising:

[0124] A preview unit, used to obtain road surface information of the road on which the vehicle is traveling and driving data of the vehicle;

[0125] A chassis domain controller is used to trigger the active suspension unit of the vehicle to perform a first control operation on the vehicle when the road surface information meets a preset road surface condition; and to trigger the rear-wheel steering unit and braking unit of the vehicle to perform a second control operation on the vehicle when lateral swing of the vehicle is detected and the driving data meets a preset driving condition.

[0126] like Figure 3 and Figure 4 As shown, the vehicle control system of the present application may include a chassis domain controller, a preview unit, an active suspension unit, a brake unit, a rear wheel steering unit, a drive motor, a drive control unit and a transmission. The vehicle control system has all the beneficial effects of the above-mentioned vehicle control method, and the present disclosure will not be repeated here.

[0127] An embodiment of the present application also provides a computer-readable storage medium, on which instructions are stored. When the instructions are executed by a processor, the processor is configured to execute the above-mentioned vehicle control method.

[0128] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0129] The present application is described with reference to the flowcharts and / or block diagrams of the methods, apparatuses, and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of the processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0130] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0131] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0132] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0133] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0134] Computer readable media include permanent and non-permanent, removable and non-removable media, and can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated communication signals and carrier waves.

[0135] like Figure 5 , which is a schematic diagram of the architecture of a vehicle provided in an embodiment of the present application. In this embodiment, the vehicle 300 includes a controller 200, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the vehicle waterproof control method described above are implemented. In this embodiment, the vehicle 300 can be a fuel vehicle, a plug-in hybrid vehicle, or a new energy vehicle, etc., and this disclosure does not specifically limit this.

[0136] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0137] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0138] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0139] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: Acquiring road surface information of the road on which the vehicle is traveling and driving data of the vehicle; When the road surface information meets a preset road surface condition, triggering an active suspension unit of the vehicle to perform a first control operation on the vehicle; When it is detected that the vehicle sways laterally and the driving data meets the preset driving conditions, the rear wheel steering unit and the braking unit of the vehicle are triggered to perform a second control operation on the vehicle.

2. The vehicle control method according to claim 1, characterized in that: The obtaining of road surface information of the road on which the vehicle is traveling comprises: Acquire first road surface information of a current road where the vehicle is located; Pre-identifying second road surface information of a front road that the vehicle is about to enter according to the driving trajectory of the vehicle; The road surface information is obtained according to the first road surface information and the second road surface information.

3. The vehicle control method according to claim 2, characterized in that: The road surface information includes road surface characteristic information indicating that the road is a high-adhesion road surface, a low-adhesion road surface or a split road surface; The split road surface is a road surface on the left side of the vehicle that is a high-adhesion road surface or a low-adhesion road surface, and the road surface on the right side of the vehicle is the other of the above two road surface information.

4. The vehicle control method according to claim 3, characterized in that: When the road surface information meets a preset road surface condition, triggering the active suspension unit of the vehicle to perform a first control operation on the vehicle includes: When the first road surface information includes a characteristic that the road on which the vehicle is traveling is a high-adhesion road surface, and the second road surface information indicates that the road ahead is a low-adhesion road surface, the road surface information satisfies a first preset road surface condition, and controls the active suspension unit to distribute the rear axle load of the vehicle to the front axle.

5. The vehicle control method according to claim 3, characterized in that: When the road surface information meets a preset road surface condition, triggering the active suspension unit of the vehicle to perform a first control operation on the vehicle includes: When the first road surface information indicates that the vehicle is traveling on a low-adhesion road surface, and the second road surface information indicates that the road ahead is a high-adhesion road surface, the road surface information satisfies a second preset road surface condition; Under the second preset road condition, if it is detected that the vehicle speed changes when the vehicle enters a high-adhesion road surface, the active suspension unit is triggered to distribute the front axle load of the vehicle to the rear axle when the vehicle speed increases, or to distribute the rear axle load of the vehicle to the front axle when the vehicle speed decreases.

6. The vehicle control method according to claim 3, characterized in that: When the road surface information meets a preset road surface condition, triggering the active suspension unit of the vehicle to perform a first control operation on the vehicle includes: When the first road surface information indicates that the road surface of the vehicle driving on the road remains a high-adhesion road surface or a low-adhesion road surface, and the second road surface information indicates that the road ahead is an open road surface, the road surface information satisfies a third preset road surface condition, and a high-adhesion side load of the vehicle on the high-adhesion side of the high-adhesion road surface is obtained; The active suspension unit is controlled to distribute the high-adhesion side load to a low-adhesion side of the vehicle on a low-adhesion road surface.

7. The vehicle control method according to claim 1, characterized in that: When the lateral swing of the vehicle is detected and the driving data meets the preset driving condition, the rear wheel steering unit and the braking unit of the vehicle are triggered to perform a second control operation on the vehicle, including: Obtaining the yaw angular velocity of the vehicle when it sways laterally under different preset road conditions; When it is detected that the yaw angular velocity is greater than a preset yaw angular velocity threshold, the rear wheel steering unit and the braking unit of the vehicle are triggered to perform fusion control on the vehicle to limit the amplitude of the lateral swing of the vehicle.

8. The vehicle control method according to claim 7, characterized in that: Triggering a rear wheel steering unit and a brake unit of the vehicle to perform fusion control on the vehicle, including: Determining a first control coefficient of the rear-wheel steering unit according to the vehicle speed and the steering wheel angle of the vehicle; The second control coefficient of the braking unit is determined according to the vehicle speed and the steering wheel angle; the target yaw moment corresponding to the fusion control is allocated to the rear-wheel steering unit according to the first control coefficient, and is allocated to the braking unit according to the second control coefficient.

9. A vehicle control system, characterized in that: The system comprises: A preview unit, used to obtain road surface information of the road on which the vehicle is traveling and driving data of the vehicle; A chassis domain controller is used to trigger the active suspension unit of the vehicle to perform a first control operation on the vehicle when the road surface information meets a preset road surface condition; and to trigger the rear-wheel steering unit and braking unit of the vehicle to perform a second control operation on the vehicle when lateral swing of the vehicle is detected and the driving data meets a preset driving condition.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

11. A controller having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

12. A vehicle, characterized in that: Comprising the controller as claimed in claim 11 above.

13. A computer program product, characterized in that The method comprises a computer program or instructions, which implement the steps of the method according to any one of claims 1 to 8 when executed by a processor.

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