Vehicle control method, storage medium, computer program product, electronic device and vehicle

Abstract

The embodiment of the invention provides a vehicle control method, a storage medium, a computer program product, electronic equipment and a vehicle, and relates to the technical field of vehicle control. The vehicle control method mainly comprises the steps that when a vehicle is in a tire pressure loss working condition, a first posture and a second posture of the vehicle are adjusted, so that the vehicle is kept in a running state. In this way, when the vehicle is in the tire pressure loss working condition, the first posture parallel to the ground direction and the second posture perpendicular to the ground direction of the vehicle can be adjusted in time, so that the vehicle body posture is kept stable in the horizontal direction and the vertical direction, the probability that the vehicle is out of control or rolls over is reduced, and the vehicle continues to maintain the running state.

Description

Technical Field

[0001] The present application relates to the field of vehicle control, and in particular to a vehicle control method, a storage medium, a computer program product, an electronic device and a vehicle. Background Art

[0002] In the related art, when a tire bursts during driving, the torque distribution control of the drive motor is used to turn the tire with the burst from a driving wheel to a driven wheel, and the tire can still rotate during the subsequent emergency driving of the vehicle. However, the moment a tire bursts, the vehicle body is unstable, which can easily lead to vehicle loss of control or rollover. Summary of the invention

[0003] Embodiments of the present application provide a vehicle control method, a storage medium, a computer program product, an electronic device, and a vehicle to at least partially solve the above-mentioned technical problems.

[0004] In order to achieve the above-mentioned purpose, according to the first aspect of the present application, a vehicle control method is provided, comprising: when the vehicle is in a tire deflation condition, adjusting the first posture and the second posture of the vehicle so that the vehicle maintains a driving state; wherein the first posture is the posture of the vehicle in a direction parallel to the ground, and the second posture is the posture of the vehicle in a direction perpendicular to the ground.

[0005] Optionally, the tire pressure loss condition includes a first pressure loss condition and a second pressure loss condition, and a value of an instability parameter of the vehicle under the first pressure loss condition is greater than a value of an instability parameter of the vehicle under the second pressure loss condition.

[0006] Optionally, the instability parameter includes a change in wheel speed and / or a change in yaw angular velocity of the vehicle.

[0007] Optionally, the first posture and the second posture are adjusted by controlling the wheel action parameters of the first type of wheels and / or the second type of wheels of the vehicle; wherein the first type of wheels are wheels in the tire pressure-deficient condition; and the second type of wheels are wheels that are not in the tire pressure-deficient condition.

[0008] Optionally, the wheel action parameter includes a control torque, and the first posture is adjusted by controlling the control torque of the first type of wheels and / or the control torque of the second type of wheels.

[0009] Optionally, the control torque includes a driving torque, and under the tire pressure loss condition, the first posture is adjusted by controlling the driving torque of the first type of wheels and / or the driving torque of the second type of wheels.

[0010] Optionally, the control torque includes a driving torque and a braking torque. Under the first pressure loss condition, the first posture is adjusted by controlling the driving torque and braking torque of the first type of wheels, and / or the driving torque and braking torque of the second type of wheels.

[0011] Optionally, the control torque is determined based on a real-time wheel speed of the vehicle and a real-time yaw rate of the vehicle.

[0012] Optionally, the wheel action parameter includes a suspension height, and the second posture is adjusted by controlling a suspension height corresponding to the first type of wheels and / or the second type of wheels.

[0013] Optionally, the suspension height is determined based on one or more of body posture information of the vehicle, real-time suspension parameters corresponding to the wheels of the vehicle, and real-time wheel speed of the vehicle.

[0014] Optionally, the suspension height corresponding to the wheels of the vehicle is controlled by shock absorbers corresponding to the wheels.

[0015] Optionally, the shock absorber includes at least one of an air spring shock absorber, a hydraulic shock absorber, an electromagnetic shock absorber, and a resistance-adjustable shock absorber.

[0016] Optionally, when the vehicle is in the first pressure loss condition, the shock absorber corresponding to the first type of wheel is configured to stretch the shock absorber stroke, and / or the shock absorber corresponding to the second type of wheel is configured to compress the shock absorber stroke to reduce the vehicle body inclination angle in the direction perpendicular to the ground.

[0017] Optionally, when the vehicle is in the first pressure loss condition, after the shock absorbers corresponding to the first type of wheels are configured to stretch the shock absorber stroke, and / or the shock absorbers corresponding to the second type of wheels are configured to compress the shock absorber stroke, the shock absorbers corresponding to the first type of wheels are also configured to compress the shock absorber stroke so that the first type of wheels are not in contact with the ground.

[0018] Optionally, the shock absorber includes an electromagnetic shock absorber, and when the vehicle is in the first pressure loss condition, the shock absorber stroke corresponding to the first type of wheel is adjusted by controlling the electromagnetic shock absorber corresponding to the first type of wheel, and / or the shock absorber stroke corresponding to the second type of wheel is adjusted by controlling the electromagnetic shock absorber corresponding to the second type of wheel.

[0019] Optionally, the shock absorber includes an air spring shock absorber; when the vehicle is in the second pressure-loss condition, the air spring shock absorber corresponding to the first type of wheel is configured to be exhausted, and / or, the air spring shock absorber corresponding to the second type of wheel is configured to be inflated, so that the first type of wheel is not in contact with the ground.

[0020] Optionally, when the vehicle is in the second pressure-loss condition, the suspension corresponding to the first type of wheels is configured to adjust the suspension height when the first type of wheels need to cross an uneven road surface.

[0021] Optionally, when the first type of wheels need to cross an uneven road surface, the suspension corresponding to the first type of wheels is configured to compress the shock absorber stroke so that the first type of wheels are not in contact with the ground.

[0022] Optionally, the shock absorber includes an electromagnetic shock absorber, and when the first type of wheels need to cross an uneven road surface, the shock absorber stroke corresponding to the first type of wheels is adjusted by the electromagnetic shock absorber corresponding to the first type of wheels.

[0023] Optionally, the need for the first type of wheels to cross the undulating road surface is determined based on road surface information.

[0024] Optionally, the road surface information is acquired through a preview system of the vehicle.

[0025] Optionally, adjusting the first posture and the second posture of the vehicle so that the vehicle maintains a driving state includes: when the vehicle is in the first pressure-loss condition, adjusting the first posture and the second posture of the vehicle so that the vehicle enters the second pressure-loss condition; when the vehicle is in the second pressure-loss condition, controlling the driving torque of the second type of wheels and adjusting the second posture of the vehicle so that the vehicle maintains a driving state.

[0026] Optionally, the first posture is adjusted so that the yaw rate of the vehicle is within a preset yaw rate range.

[0027] Optionally, the second posture is adjusted so that a body inclination angle of the vehicle in a direction perpendicular to the ground is within a preset inclination angle range.

[0028] Optionally, before adjusting the first posture and the second posture of the vehicle so that the vehicle maintains a driving state, the method further includes: detecting whether the vehicle is in a tire pressure-deflation condition.

[0029] Optionally, the detecting whether the vehicle is in a tire deflation condition includes: detecting whether the vehicle is in a tire deflation condition based on a status signal of the vehicle.

[0030] Optionally, the status signal of the vehicle includes: a tire pressure signal, a wheel speed signal, a drive motor parameter signal and an inertial sensor signal.

[0031] According to a second aspect of the present application, a non-temporary computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the above-mentioned vehicle control method is implemented.

[0032] According to a third aspect of the present application, a computer program product is also provided, comprising a computer program, wherein the computer program implements the steps of the above-mentioned vehicle control method when executed by a processor.

[0033] According to a fourth aspect of the present application, an electronic device is provided, comprising: a memory on which a computer program is stored; and a processor for executing the computer program in the memory to implement the above-mentioned vehicle control method.

[0034] According to a fifth aspect of the present application, a vehicle is provided, comprising the above-mentioned electronic device, or implementing the vehicle control method described in any of the above-mentioned embodiments.

[0035] The benefits of this application are:

[0036] The embodiments of the present application provide a vehicle control method, a storage medium, a computer program product, an electronic device, and a vehicle, and relate to the field of vehicle control technology. The vehicle control method mainly includes: when the vehicle is in a tire pressure-deflated condition, adjusting the first posture and the second posture of the vehicle to keep the vehicle in a driving state. In this way, when the vehicle is in a tire pressure-deflated condition, the first posture of the vehicle in a direction parallel to the ground and the second posture in a direction perpendicular to the ground can be adjusted in time, so that the posture of the vehicle body remains stable in both the horizontal and vertical directions, reducing the probability of the vehicle losing control or rolling over, and keeping the vehicle in a driving state.

[0037] Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. 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 1is a flow chart of a vehicle control method provided in some embodiments of the present application;

[0041] Figure 2 is a flow chart of another vehicle control method provided in some embodiments of the present application;

[0042] Figure 3 is a flow chart of another vehicle control method provided in some embodiments of the present application;

[0043] Figure 4 is a flow chart of another vehicle control method provided in some embodiments of the present application;

[0044] Figure 5 is a flow chart of another vehicle control method provided in some embodiments of the present application;

[0045] Figure 6 is a flow chart of another vehicle control method provided in some embodiments of the present application;

[0046] Figure 7 It is a structural schematic diagram of an electronic device provided in some embodiments of the present application.

[0047] Description of reference numerals:

[0048] 600, electronic device; 601, processing device; 602, ROM; 603, RAM; 604, bus; 605, I / O interface; 606, input device; 607, output device; 608, storage device; 609, communication device. DETAILED DESCRIPTION

[0049] 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.

[0050] In the related art, when a vehicle has an unexpected tire blowout during driving, the total required torque is redistributed through multiple drive motors that are independently driven by the wheels, so as to suspend the torque output to the problem wheel with the blowout, and change the problem wheel from a driving wheel to an auxiliary driven wheel, which damages the vehicle body structure. At the same time, due to the blowout of the problem wheel, the wheel loses its vibration absorption ability. When the vehicle encounters uneven and bumpy roads during subsequent driving, the abnormal vibration will be directly transmitted into the vehicle, affecting the driving experience of the driver and passengers. On the other hand, since the problem wheel continues to rotate during driving, the contact between the problem wheel and the road surface is likely to cause secondary damage to the rim of the problem wheel. After the vehicle has a tire blowout, the collapse of the wheel on the side of the blowout may cause the vehicle body to tilt, which also poses a threat to the safety of the driver and passengers.

[0051] In order to solve the above technical problems, according to the first aspect of the present application, an embodiment of the present application provides a vehicle control method. Figure 1 is a flow chart of a vehicle control method provided in one embodiment of the present application, referring to Figure 1 As shown, the vehicle control method includes the following steps:

[0052] Step S101: When the vehicle is in a tire deflation condition, adjust the first posture and the second posture of the vehicle to keep the vehicle in a driving state; wherein the first posture is the posture of the vehicle in a direction parallel to the ground, and the second posture is the posture of the vehicle in a direction perpendicular to the ground.

[0053] Through the above scheme, when it is detected that the vehicle is in a tire pressure loss condition, the first posture and the second posture of the vehicle are adjusted to keep the vehicle in a driving state, which at least solves the technical problem that after a tire blowout occurs, the vehicle body is unstable at the moment of the tire blowout, causing the vehicle to lose control or roll over. By detecting that the vehicle is in a tire pressure loss condition, the first posture and the second posture of the vehicle can be adjusted, so that when the vehicle is in a tire pressure loss condition, the first posture of the vehicle in a direction parallel to the ground and the second posture in a direction perpendicular to the ground can be adjusted in time, so that the posture of the vehicle body remains stable in both the horizontal and vertical directions, reducing the probability of the vehicle losing control or rolling over, and keeping the vehicle in a driving state.

[0054] In some embodiments, the tire pressure loss condition includes a first pressure loss condition and a second pressure loss condition, and the value of the instability parameter of the vehicle under the first pressure loss condition is greater than the value of the instability parameter of the vehicle under the second pressure loss condition.

[0055] Tire pressure loss conditions may include tire blowouts and tire leaks. When a tire blows out, the wheel with the blowout loses its original support force, which may cause the vehicle to suddenly lean toward the side with the blowout. Similarly, when the tire leaks severely, the leaking tire will also lose its original support force, which may also cause the vehicle to lean toward the leaking side. At the moment when the vehicle suddenly leans toward the side with the blowout, the value of the instability parameter will increase sharply, and the body posture will change dramatically; and after the body posture gradually stabilizes, the value of the instability parameter will decrease relatively. Specifically, the tire pressure loss condition may include a first pressure loss condition and a second pressure loss condition. In the first pressure loss condition, the value of the instability parameter is larger, and in the second pressure loss condition, the value of the instability parameter is smaller. By comparing the values ​​of the instability parameters, it can be determined whether the vehicle body is in a state of drastic change. For example, at the moment of a tire blowout, the vehicle will suddenly lean toward the side with the blowout, and the body posture will change dramatically.

[0056] In some embodiments, the instability parameter includes a change in wheel speed and / or a change in the yaw rate of the vehicle.

[0057] Under normal driving conditions, the wheel speed and the vehicle's yaw rate are maintained within a certain range to ensure the stability of the vehicle's driving. However, under tire pressure loss conditions such as a tire blowout, these parameters may suddenly deviate from the normal range. When a vehicle suddenly encounters a tire pressure loss condition such as a tire blowout during normal driving, the wheel speed and / or the vehicle's yaw rate will instantly produce a large change, the value of the instability parameter is large, and the body posture changes dramatically in an instant. At this time, the vehicle is in the first pressure loss condition. As the body posture gradually stabilizes, the vehicle transitions to the second pressure loss condition, at which time the wheel speed and / or the vehicle's yaw rate change is small, and the value of the instability parameter is also correspondingly small.

[0058] In some embodiments, the first posture and the second posture are adjusted by controlling the wheel action parameters of the first type of wheels and / or the second type of wheels of the vehicle; wherein the first type of wheels are wheels in a tire deflation condition; and the second type of wheels are wheels that are not in a tire deflation condition.

[0059] When the vehicle encounters a tire pressure loss condition such as a tire blowout, the first posture and the second posture of the vehicle are adjusted by finely controlling the wheel action parameters of the two types of wheels to ensure that the vehicle can continue to travel safely and stably.

[0060] Specifically, the wheels of a vehicle can be divided into two categories: the first category of wheels are wheels that are in a tire pressure loss condition, such as those that may have a flat tire or a leak; the second category of wheels are wheels that are not in a tire pressure loss condition, that is, those that remain in a normal state. By controlling the wheel action parameters of these two types of wheels separately, the horizontal posture (first posture) and vertical posture (second posture) of the vehicle can be effectively adjusted. The first posture refers to the posture of the vehicle in a direction parallel to the ground, which is related to the horizontal stability of the vehicle; the second posture refers to the posture of the vehicle in a direction perpendicular to the ground, which affects the vertical stability of the vehicle. When a vehicle has a flat tire or a leak, the vehicle may tilt, causing the body to be unstable. Adjusting the horizontal and vertical postures of the vehicle can effectively stabilize the body and maintain the normal driving of the vehicle, thereby improving driving safety and riding comfort.

[0061] Wheel action parameters may not only include the distribution of wheel torque and vertical load, but may also involve multiple aspects such as driving torque, braking torque and suspension height. By adjusting these wheel action parameters, the tilt and instability of the vehicle can be effectively controlled when the tire loses pressure.

[0062] It should be understood that the tire pressure loss condition includes not only tire blowout and air leakage, but may also include other situations that cause tire performance to deteriorate and thus affect vehicle driving stability. This application does not specifically limit the definition of the tire pressure loss condition.

[0063] Figure 2 is a flow chart of a vehicle control method provided in one embodiment of the present application, referring to Figure 2 As shown, in some embodiments, the vehicle control method includes the following steps:

[0064] Step S201: The wheel action parameters include control torque, and the first posture is adjusted by controlling the control torque of the first type of wheels and / or the control torque of the second type of wheels.

[0065] Under the condition of tire pressure loss, the control of wheel action parameters is particularly important, which may include control torque. The control torque may include a driving torque or a braking torque acting on the wheel. By adjusting these control torques, the rotation speed and angle of the wheel can be affected, thereby affecting the posture and stability of the vehicle. Under the condition of tire pressure loss, by increasing or decreasing the control torque of a specific wheel, the power imbalance caused by tire pressure loss can be effectively compensated, thereby maintaining the driving stability of the vehicle. It should be understood that in some vehicles, each wheel can be equipped with an independent drive motor so that the control torque of the four wheels can be independently distributed and controlled, thereby achieving more sophisticated vehicle dynamic management. This independent control provides the vehicle with greater flexibility and responsiveness, especially in the face of emergency situations such as tire pressure loss conditions.

[0066] The first posture, i.e. the horizontal posture of the vehicle, can be understood as the posture of the vehicle in the left and right directions. The inclination of the first posture is mainly the change in the yaw rate of the vehicle, which can be adjusted by controlling the control torque of the first type of wheels and / or the second type of wheels. As a specific example, if the vehicle has a sharp turn or other yaw rate deviation from the normal range due to a tire blowout, the vehicle body can be kept stable by adjusting the control torque of the normal tire (second type of wheel) and / or adjusting the control torque of the tire with a blowout (first type of wheel), thereby maintaining the horizontal balance of the vehicle. In order to achieve accurate adjustment of the control torque, a Proportion Integral Differential (PID) algorithm can be used, which can accurately control the torque output of the wheel to achieve the desired vehicle posture adjustment effect. This application does not limit the specific implementation of the control strategy.

[0067] In some embodiments, the control torque includes a driving torque, and under a tire pressure loss condition, the first posture is adjusted by controlling the driving torque of the first type of wheels and / or the driving torque of the second type of wheels.

[0068] Under the condition of tire pressure loss, the first posture of the vehicle, that is, the maintenance of the horizontal posture, depends on the precise control of the driving torque of the first type of wheels and / or the second type of wheels. This control strategy can be implemented through algorithms such as sliding mode control, feedforward plus feedback control, robust control, model predictive control, adaptive control, linear quadratic optimal control, etc., and the driving torque is dynamically adjusted according to the real-time state of the vehicle and environmental changes to achieve the best vehicle control effect. This application does not limit the specific implementation of the control strategy.

[0069] The distribution of driving torque is crucial to the stability of the vehicle. By properly distributing the driving torque of the four wheels, not only can the vehicle's handling performance be improved, but the overall energy consumption of the drive system can also be reduced.

[0070] In some embodiments, the control torque includes a driving torque and a braking torque. Under the first pressure loss condition, the first posture is adjusted by controlling the driving torque and the braking torque of the first type of wheels and / or the driving torque and the braking torque of the second type of wheels.

[0071] Furthermore, the control torque includes not only the driving torque but also the braking torque. These two torques act together on the wheels to affect the dynamic posture of the vehicle. For example, the driving torque is responsible for pushing the vehicle forward or backward, while the braking torque is used to slow down or stop the vehicle. Under the first decompression condition, such as when the vehicle suddenly leans toward the side of the tire burst, the body posture changes dramatically, and the adjustment of these two torques is crucial to maintaining the horizontal posture (first posture) of the vehicle.

[0072] In the embodiment of the present application, under the condition of tire pressure loss, the first type of wheels may no longer be allocated driving torque, but the driving torque of the first type of wheels will not directly drop to 0 at the moment of tire blowout, but will go through a gradual decrease process. At the same time, the driving torque of the second type of wheels can be redistributed to make up for the missing driving torque of the first type of wheels.

[0073] Specifically, for the first type of wheels, i.e. wheels in a tire pressure loss condition, adjusting their driving torque and braking torque can compensate for the power imbalance caused by tire pressure loss. For example, reducing the driving torque of the wheel that has lost pressure can prevent slipping due to decreased tire grip, while increasing the braking torque can help stabilize the vehicle. For the second type of wheels, i.e. wheels in a normal state, increasing the driving torque can provide additional propulsion to offset the loss of power of the wheel that has lost pressure, while appropriately adjusting the braking torque can assist the vehicle in maintaining a straight line or maintaining stability when turning. Since each wheel of the vehicle is equipped with an independent drive motor, the control torque of the four wheels can be independently distributed and controlled to achieve the best vehicle posture control effect and maintain the stability of the vehicle's first posture.

[0074] In some embodiments, the control torque is determined based on the vehicle's real-time wheel speed and the vehicle's real-time yaw rate.

[0075] Real-time wheel speed is one of the key inputs for calculating the control torque. The change in wheel speed directly reflects the dynamic state of the vehicle, including acceleration, deceleration and turning. By monitoring the speed of each wheel, it is possible to determine whether the vehicle is in a tire pressure loss condition and adjust the corresponding control torque accordingly. The yaw rate is also crucial to the stability and handling of the vehicle. Under the tire pressure loss condition, the change in yaw rate may be more drastic, so real-time monitoring of yaw rate is of great significance for adjusting the control torque and maintaining vehicle stability. The control torque is determined based on the real-time wheel speed and real-time yaw rate of the vehicle. Based on the above real-time data, the control torque can be determined by a variety of algorithms. For example, the PID algorithm can be used, and more advanced control strategies such as model predictive control (MPC) can also be used. These strategies can predict the future behavior of the vehicle and optimize the output of the control torque accordingly. This application does not limit the selection of specific algorithms. Determining the output of the control torque based on the real-time wheel speed and real-time yaw rate of the vehicle can accurately respond to the dynamic changes of the vehicle, thereby achieving fine control of the stability of the vehicle.

[0076] Reference Figure 2 As shown, in some embodiments, the vehicle control method further includes the following steps:

[0077] Step S202: the wheel action parameters include suspension height, and the second posture is adjusted by controlling the suspension height corresponding to the first type of wheels and / or the second type of wheels.

[0078] The second posture, i.e. the vertical posture of the vehicle, can be understood as the posture of the vehicle in the up and down direction. The inclination of the second posture is mainly balanced by adjusting the height of the vehicle suspension. The adjustment of the suspension height is based on the principle of vehicle dynamics. By changing the distance between the vehicle and the ground to affect the center of gravity of the vehicle, the imbalance of the vehicle can be compensated by changing the position of the center of gravity in emergency situations such as tire pressure loss, thereby maintaining the vertical posture of the vehicle. Specifically, the adjustment of the suspension height can be achieved by a dynamically controlled air suspension system or a similar electronically controlled suspension system. This system can respond to the driving state and road conditions of the vehicle in real time, and automatically adjust the height of the suspension to adapt to different driving environments. Of course, it can also be a hydraulic suspension or an electromagnetic suspension, etc., which is not limited in this application.

[0079] The change of suspension height directly affects the center of gravity of the vehicle, and further affects the stability of the vehicle. Under the condition of tire pressure loss, by adjusting the suspension height corresponding to the first train wheel and / or the second type of wheel, the tilt of the vehicle can be effectively reduced, thereby maintaining the vertical posture of the vehicle (second posture) to improve the stability and ride comfort of the vehicle.

[0080] In some embodiments, the suspension height is determined based on one or more of the vehicle's body posture information, real-time suspension parameters corresponding to the vehicle's wheels, and the vehicle's real-time wheel speed.

[0081] The vehicle's body posture information may include the vehicle's tilt angle, pitch angle and yaw angle, etc. By real-time monitoring of the vehicle's body posture information, it can be determined whether the vehicle is unbalanced due to tire pressure loss or other reasons, and the suspension height can be adjusted to restore or maintain the vehicle's vertical posture.

[0082] The real-time suspension parameters corresponding to the vehicle's wheels may include suspension travel, speed, load, etc. By monitoring these parameters in real time, the suspension system can be precisely controlled to adapt to different driving conditions and road conditions.

[0083] The real-time wheel speed of the vehicle reflects the vehicle's driving speed and the rotation state of the wheels. In the case of a flat tire, the speed of the flat wheel may be different from that of other wheels. By monitoring this difference, the suspension height can be adjusted in time to reduce the impact caused by the flat tire.

[0084] The suspension height can be determined based on a comprehensive analysis of one or more of the above factors to effectively adjust the vertical posture (second posture) of the vehicle, thereby improving the stability and ride comfort of the vehicle. As a specific example, if the body posture information shows that the vehicle is tilted, the system may increase the suspension height of the normal wheels on the tilted side to reduce the tilt of the body and restore the vertical posture of the vehicle. At the same time, if the real-time suspension parameters or wheel speed display abnormalities, the system will also adjust the suspension height accordingly to maintain the stability of the vehicle.

[0085] In some embodiments, the suspension height corresponding to the wheels of the vehicle is controlled by the shock absorbers corresponding to the wheels.

[0086] Shock absorbers play a vital role in the suspension system. Their main function is to reduce the impact and vibration caused by uneven road surfaces and protect the vehicle and its passengers from bumps. By adjusting the stiffness or damping characteristics of the shock absorber, the dynamic response of the suspension can be changed, thereby affecting the suspension height. By adjusting the shock absorber, the suspension height of the vehicle can be directly affected, and the dynamic adjustment of the suspension height can be achieved, which effectively improves the stability and ride comfort of the vehicle and enables the vehicle to adapt to changing driving environments and road conditions.

[0087] In some embodiments, the shock absorber includes at least one of an air spring shock absorber, a hydraulic shock absorber, an electromagnetic shock absorber, and a resistance-adjustable shock absorber.

[0088] Air spring shock absorbers use air as an elastic medium to adjust the stiffness of the suspension and the height of the vehicle body by changing the pressure in the airbag. They can provide a more comfortable ride and can automatically adjust the height of the suspension according to the load and road conditions. Hydraulic shock absorbers absorb shock and vibration through the damping force of the liquid flowing inside the shock absorber. They have a fast response speed and are suitable for various road conditions. The damping force can be adjusted by changing the opening of the valve to adjust the height of the suspension. Electromagnetic shock absorbers use electromagnetic fields to control the damping force inside the shock absorber. The damping characteristics can be adjusted very quickly, providing real-time suspension response. They are suitable for high-performance vehicles that require fast and dynamic adjustment of suspension performance. Resistance-adjustable shock absorbers adjust the damping force by changing the flow resistance of the internal liquid. They can be adjusted manually or automatically according to the driving mode and road conditions to achieve the best driving experience and vehicle control. In the present application, the shock absorber selection includes at least one of air spring shock absorber, hydraulic shock absorber, electromagnetic shock absorber and resistance adjustable shock absorber to achieve precise control of the vehicle suspension height, improve the vehicle's stability and ride comfort, and adapt to different driving needs and road conditions.

[0089] Figure 3 is a flow chart of a vehicle control method provided in one embodiment of the present application, referring to Figure 3As shown, in some embodiments, the vehicle control method includes:

[0090] Step S301: When the vehicle is in a first pressure loss condition, the shock absorbers corresponding to the first type of wheels are configured to stretch the shock absorber stroke, and / or the shock absorbers corresponding to the second type of wheels are configured to compress the shock absorber stroke to reduce the vehicle body inclination angle in the direction perpendicular to the ground.

[0091] When a vehicle suddenly encounters a tire pressure loss condition such as a tire blowout during normal driving, the vehicle body posture changes drastically in an instant. At this time, the vehicle is in the first pressure loss condition, and the vehicle body tilt angle along the direction perpendicular to the ground is large. For example, the vehicle may lean to the side of the wheel with the blown tire. In order to maintain the vertical posture of the vehicle and improve the stability of the vehicle, the body tilt angle needs to be reduced accordingly.

[0092] Under the first decompression condition, the shock absorber corresponding to the first type of wheel can increase the suspension height of the wheel on that side by being set to a stretching stroke, thereby helping to offset the body tilt caused by the decompression. Exemplarily, when the wheel is away from the body, that is, when the shock absorber is stretched, the shock absorber increases the oil pressure by moving the piston upward, pushing open the extension valve, and allowing the oil to flow into the lower chamber, thereby increasing the suspension height. The shock absorber corresponding to the second type of wheel is configured for a compression stroke, which can be achieved by reducing the suspension height of the wheel on that side, further helping to reduce the body tilt. Exemplarily, in the compression stroke, the piston in the shock absorber moves downward, and the oil flows through the circulation valve to the chamber above the piston, forming a damping force for the compression movement of the suspension.

[0093] By configuring the shock absorbers corresponding to the first type of wheels to stretch the shock absorber stroke to raise the vehicle body height on the corresponding side, and configuring the shock absorbers corresponding to the second type of wheels to compress the shock absorber stroke to lower the vehicle body height on the corresponding side, the vertical posture of the vehicle can be effectively adjusted, the vehicle body height on different wheel sides can be balanced, and the body tilt angle caused by the drastic change in body posture at the moment of tire pressure loss can be reduced, thereby improving the vehicle's stability and ride comfort.

[0094] In some embodiments, after the above step S301, the vehicle control method further includes the following steps:

[0095] Step S302: The shock absorber corresponding to the first type of wheel is further configured to compress the shock absorber stroke so that the first type of wheel is not in contact with the ground.

[0096] Under the first decompression condition, the body posture changes dramatically, and the shock absorbers corresponding to the first type of wheels are configured to have a stretching stroke to increase the suspension height and reduce the body tilt angle. As the body posture gradually stabilizes, these shock absorbers are adjusted to a compression stroke. When the body height on the other wheel sides is relatively stable, the suspension height on the first type of wheel side is reduced, and the first type of wheel can be lifted to be in a non-contact state with the ground to avoid further damage to the decompressed tire and suspension system, while reducing the heat and potential safety hazards generated by the friction between the decompressed wheel and the ground. By adjusting the shock absorber stroke in two stages in step S301 and step S302, the vehicle can achieve the premise of ensuring the vertical posture stability of the vehicle body while avoiding further damage to the rim of the first type of wheel, so that it can be driven directly to the repair shop for normal repair without changing tires or rescue after a tire blowout.

[0097] In some embodiments, the shock absorber includes an electromagnetic shock absorber. When the vehicle is in a first pressure loss condition, the shock absorber stroke corresponding to the first type of wheel is adjusted by controlling the electromagnetic shock absorber corresponding to the first type of wheel, and / or the shock absorber stroke corresponding to the second type of wheel is adjusted by controlling the electromagnetic shock absorber corresponding to the second type of wheel.

[0098] The electromagnetic shock absorber contains a solenoid valve inside. By changing the current of the solenoid valve, the flow rate of the oil inside the shock absorber can be controlled, thereby adjusting the damping force. This adjustment is continuous and real-time, allowing the shock absorber to respond to changes in vehicle status at the millisecond level.

[0099] Under the first decompression condition, the electromagnetic shock absorber corresponding to the first type of wheel can increase the damping force by increasing the current, stretching the shock absorber stroke, so as to increase the suspension height of the wheel on that side and reduce the body tilt angle. Similarly, the electromagnetic shock absorber corresponding to the second type of wheel can reduce the damping force by reducing the current, compressing the shock absorber stroke, so as to reduce the suspension height of the wheel on that side, further helping to reduce the body tilt angle. The electromagnetic shock absorber has a fast response speed and can provide the required damping force in a short time. When the vehicle suddenly encounters a tire decompression condition such as a tire blowout during normal driving, the body posture changes drastically in an instant. The vehicle is in the first decompression condition, and it is crucial to achieve a millisecond-level response to the vehicle's body posture changes under this condition. The rapid response of the electromagnetic shock absorber and the precise adjustment of the shock absorber stroke can improve the stability and ride comfort of the vehicle.

[0100] In some embodiments, the shock absorber includes an air spring shock absorber; when the vehicle is in a second depressurization condition, the air spring shock absorber corresponding to the first type of wheel is configured to be exhausted, and / or, the air spring shock absorber corresponding to the second type of wheel is configured to be inflated, so that the first type of wheel is not in contact with the ground.

[0101] Air spring shock absorbers adjust the stiffness of the suspension and the height of the vehicle body by changing the pressure in the airbag. During the exhaust process, the air in the airbag is exhausted, reducing the air pressure, thereby lowering the suspension height; during the inflation process, air is filled into the airbag, increasing the air pressure, thereby raising the suspension height.

[0102] Under the second decompression condition, the air spring shock absorber corresponding to the first type of wheel compresses the shock absorber stroke by exhausting air, thereby reducing the suspension height; at the same time, the air spring shock absorber corresponding to the second type of wheel stretches the shock absorber stroke by inflating air, thereby increasing the suspension height to maintain the balance and stability of the vehicle. At the same time, when the vehicle body is in a stable state, the air spring shock absorber corresponding to the first type of wheel compresses the shock absorber stroke by exhausting air, and the first type of wheel can be raised relative to the second type of wheel so that the first type of wheel is not in contact with the ground. Exemplarily, the air spring shock absorber can also realize vehicle body leveling, using multiple sensors, such as vehicle body acceleration sensors and suspension height sensors, to monitor the vehicle body height in real time and make real-time adjustments.

[0103] When a vehicle suddenly encounters a tire pressure loss condition such as a tire blowout during normal driving, the vehicle body posture will undergo drastic changes and gradually stabilize. At this time, the vehicle enters the second pressure loss condition. In the subsequent emergency driving process, by configuring the air spring shock absorbers corresponding to the first type of wheels to exhaust and the air spring shock absorbers corresponding to the second type of wheels to inflate, the pressure-loss wheels can be effectively protected, safety hazards can be reduced, and the vehicle's stability and ride comfort can be improved to ensure driving safety.

[0104] In some embodiments, the vehicle control method further includes the following steps:

[0105] Step S303: When the vehicle is in the second pressure-loss condition, the suspension corresponding to the first type of wheels is configured to adjust the suspension height when the first type of wheels need to cross an uneven road surface.

[0106] During emergency driving in the second decompression condition, the vehicle may encounter uneven roads, curves, obstacles, etc. Since the first-type wheels have lost their shock-absorbing function, when crossing the undulating road surface, if the suspension height corresponding to the first-type wheels is not adjusted in time, the wheels may directly contact the undulating road surface, thereby causing damage to the rims of the first-type wheels, and the road impact will be directly transmitted into the vehicle and cause impact to the passengers. In the second decompression condition, the suspension system corresponding to the first-type wheels is configured to dynamically adjust the suspension height when these wheels encounter undulating roads, optimize the vehicle's passability, ensure that the decompression wheels can smoothly cross obstacles, and reduce the impact on the vehicle and passengers.

[0107] In some embodiments, when the first type of wheels need to go over an uneven road surface, the suspension corresponding to the first type of wheels is configured to compress the shock absorber stroke so that the first type of wheels are not in contact with the ground.

[0108] During the emergency driving of the vehicle, various sensors such as cameras and laser radars can be used to identify and predict the condition of the road ahead to determine whether the first-class wheels need to cross the undulating road surface. When it is detected that the first-class wheels need to cross the undulating road surface, the suspension corresponding to the first-class wheels needs to be adjusted in time and configured to compress the shock absorber stroke so that the first-class wheels are lifted and do not contact the ground, effectively protecting the wheels and suspension system that have lost pressure, reducing safety hazards, and improving the stability and ride comfort of the vehicle.

[0109] In some embodiments, the shock absorber includes an electromagnetic shock absorber. When the first type of wheels need to cross an uneven road surface, the shock absorber stroke corresponding to the first type of wheels is adjusted by the electromagnetic shock absorber corresponding to the first type of wheels.

[0110] Electromagnetic shock absorbers have a fast response speed and can judge the vibration level within milliseconds, and control the bounce and rebound strength of the wheel with the most appropriate damping strength. When it is determined that the first type of wheel needs to cross an undulating road surface, the millisecond response speed of the electromagnetic shock absorber is used to adjust the shock absorber stroke corresponding to the first type of wheel. The shock absorber stroke can be adjusted quickly and accurately to meet the needs of the vehicle to cross an undulating road surface under tire pressure loss conditions, so that the vehicle can smoothly cross the uneven part of the road surface, thereby improving the stability and ride comfort of the vehicle.

[0111] In some embodiments, the first type of wheels need to traverse an uneven road surface, which is determined based on road surface information.

[0112] The vehicle collects information about road undulations, potholes, and other irregularities through sensors installed near the chassis or wheels, such as laser scanners, radars, cameras, or road sensors. These sensors can monitor the road conditions in front of the vehicle in real time and predict upcoming road changes. For example, the collected road information can be transmitted to the vehicle's electronic control unit (ECU). Once the ECU determines that the first type of wheel needs to cross the undulating road surface, it will send instructions to the corresponding air spring shock absorber to adjust the shock absorber stroke. For electromagnetic shock absorbers, the ECU adjusts the current passing through the electromagnetic coil to change the damping force, thereby achieving precise adjustment of the shock absorber stroke.

[0113] The need for the first type of wheels to pass over uneven roads is determined based on real-time road information, allowing the vehicle to react in advance and intelligently adjust the shock absorber stroke to adapt to the special needs under tire pressure loss conditions, thereby improving vehicle stability and ride comfort.

[0114] In some embodiments, road surface information is obtained through a preview system of the vehicle.

[0115] The preview system is a system that simulates the visual behavior of human drivers during driving. During vehicle driving, the driver usually looks ahead to the road to predict the future trajectory of the vehicle and adjust the steering wheel based on this information to ensure that the vehicle can stably drive along the desired path. The preview system simulates this process, identifying road information through sensors such as cameras and lidar, analyzing the current road conditions through the system, and then feeding the data back to the suspension system to assist the vehicle in real-time adjusting the damping coefficient of each wheel shock absorber, the height of the vehicle body, and the driving mode of the vehicle, thereby achieving the effect of suppressing vehicle body vibration and controlling the body posture, and improving the vehicle's handling stability and ride comfort. When the vehicle is in a tire pressure loss condition such as a tire blowout, the vehicle's preview system obtains road information. When passing through various scenarios such as bumpy roads, the height of the suspension is adjusted to adjust the vehicle's second posture, achieving active avoidance of the first type of wheels, thereby reducing the damage to the rim and the impact of the road surface transmitted into the vehicle to affect the driving experience of the driver and passengers.

[0116] Figure 4 is a flow chart of a vehicle control method provided in one embodiment of the present application, referring to Figure 4 As shown, in some embodiments, the above step S101 includes:

[0117] Step S401: When the vehicle is in a first pressure-loss condition, adjusting the first posture and the second posture of the vehicle to make the vehicle enter a second pressure-loss condition;

[0118] Step S402: When the vehicle is in a second pressure-loss condition, the driving torque of the second type of wheels is controlled and the second posture of the vehicle is adjusted to keep the vehicle in a driving state.

[0119] In step S401, when the vehicle is in the first pressure loss condition, that is, when a tire pressure loss just occurs, the body posture changes dramatically, and the first posture and second posture of the vehicle are adjusted by quickly adjusting the suspension system, driving torque and braking torque of the pressure-loss wheel and the normal wheel to compensate for the impact of the pressure loss and prevent the vehicle from losing control, so that the vehicle can smoothly transition to the second pressure loss condition.

[0120] In step S402, after the vehicle enters the second pressure-loss condition, the driving torque of the normal wheels (second-type wheels) is increased to compensate for the power loss of the pressure-loss wheels (first-type wheels), and the vehicle's balance is maintained by adjusting the suspension height to adjust the vehicle's second posture and maintain stable driving of the vehicle.

[0121] By adjusting the first posture and the second posture of the vehicle under the tire pressure loss condition, the vehicle can smoothly transition from the first pressure loss condition to the second pressure loss condition and maintain stable driving under the second pressure loss condition, thereby improving the safety and controllability of the vehicle in emergency situations.

[0122] In some embodiments, the first posture is adjusted so that the yaw rate of the vehicle is within a preset yaw rate range.

[0123] The yaw of a vehicle refers to the rotation of the vehicle around a longitudinal axis perpendicular to the ground. During a turn, the vehicle will generate a yaw rate, which is an important parameter for measuring the lateral rotation speed of the vehicle. The magnitude of the yaw rate directly affects the stability of the vehicle and the driver's driving experience. When the vehicle is driving at high speed or making a sharp turn, the yaw rate will increase. If it exceeds the stability limit of the vehicle, it may cause the vehicle to lose control or even roll over and other serious accidents. Controlling the yaw rate of the vehicle within the preset yaw rate range can ensure the stability of the vehicle during driving.

[0124] At the moment when a vehicle suffers a tire blowout or other tire pressure loss condition, the vehicle body deflects toward the wheel on the tire blowout side, the yaw angular velocity of the vehicle body will increase dramatically, and the vehicle will be in a serious out-of-control state instantly. Dangerous conditions such as skidding or tail swinging may occur, and the vehicle may deviate from the predetermined road, posing a threat to the safety of both the driver and the vehicle. Therefore, when the vehicle is in a tire pressure loss condition, it is necessary to control the vehicle's yaw angular velocity within a preset yaw angular velocity range to stabilize the vehicle body and improve safety. By controlling the vehicle's yaw angular velocity within a preset yaw angular velocity range to adjust the vehicle's posture in a direction parallel to the ground, that is, the first posture, the vehicle's body stability under tire pressure loss conditions is improved.

[0125] In some embodiments, the second posture is adjusted so that a body tilt angle of the vehicle in a direction perpendicular to the ground is within a preset tilt angle range.

[0126] When a vehicle is in a tire pressure loss condition such as a tire blowout, in addition to the horizontal direction being deviated from the predetermined direction, there may be dangers such as skidding or tail swinging. At the same time, in the vertical direction, the side of the wheel where the tire pressure loss condition such as a tire blowout occurs may collapse or tilt, which may also cause the vehicle to tilt, and in severe cases, may even roll over, posing a threat to the safety of the vehicle and the safety of the driver and passengers. Setting a preset tilt angle range is crucial to maintaining the stability of the vehicle. When the vehicle tilts due to tire pressure loss, if the body tilt angle exceeds this safe range, it may cause the vehicle to lose control or even roll over, posing a serious threat to the safety of the driver and passengers. When a tire pressure loss condition such as a tire blowout occurs, the vehicle's control system will respond quickly, by adjusting the suspension height of the affected wheel, changing the wheel's driving torque and braking torque, or using the vehicle's stability assistance system to adjust the body tilt angle to adjust the vehicle's second posture to return it to the preset safe range, which can effectively prevent the vehicle from tilting excessively to one side due to tire pressure loss, help the vehicle maintain balance, reduce the risk of rollover, and ensure the safety of the vehicle and the driver and passengers.

[0127] Reference Figure 1 As shown, in some embodiments, before step S101, the vehicle control method further includes the following steps:

[0128] Step S100: Detect whether the vehicle is in a tire pressure-deflation condition.

[0129] During the driving process, various sensor signals can be used to detect whether the vehicle is in a tire pressure loss condition, such as a tire blowout or wheel leak. Before adjusting the vehicle's posture, first detect whether the vehicle is in a tire pressure loss condition. This step is crucial to ensure that the vehicle can take correct posture adjustment measures in time when the tire loses pressure, thereby improving the safety and stability of the vehicle.

[0130] In some embodiments, detecting whether the vehicle is in a tire deflation condition includes: detecting whether the vehicle is in a tire deflation condition based on a status signal of the vehicle.

[0131] Sensors and the like can be used to sense vehicle status signals, which can specifically include signals related to the vehicle's tire pressure, wheel speed signals, etc. Using the detected vehicle status signals, a risk model based on probability calculation can be established to accurately predict the risk of a tire pressure loss in the short term in the future, that is, an algorithm or model can be used to evaluate and determine whether the vehicle is in a tire pressure loss condition. By analyzing the vehicle's status signals to detect whether the vehicle is in a tire pressure loss condition, this step provides an accurate basis for subsequent vehicle posture adjustments, ensuring that the vehicle can take correct safety measures in a timely manner when a tire pressure loss occurs.

[0132] In some embodiments, the vehicle status signal includes: a tire pressure signal, a wheel speed signal, a drive motor parameter signal, and an inertial sensor signal.

[0133] Specifically, the wheel speed sensor signal can be used to calculate the virtual stroke of each tire, and the difference between the virtual strokes of each tire and the difference with the reference stroke can be compared to determine the tire with abnormal air pressure. It is also possible to monitor the instantaneous changes in the speed and torque signals of the drive motors of each wheel to quickly identify tires in a tire pressure loss condition. The drive motor parameter signal includes but is not limited to the speed and torque signal of the drive motor. The inertial sensor can identify changes in the vehicle's motion state at the moment of a tire pressure loss condition such as a tire blowout, such as a sudden deviation or tilt of the vehicle. By comprehensively analyzing the tire pressure signal, wheel speed signal, drive motor parameter signal and inertial sensor signal, it is possible to accurately detect whether the vehicle is in a tire pressure loss condition, and take corresponding safety measures in a timely manner to ensure the safety of the vehicle and the driver and passengers.

[0134] The vehicle's torque independent distribution control system based on the four-wheel motor can maintain the vehicle's horizontal posture during normal driving and emergency situations, and can compensate for the vehicle's imbalance by adjusting the motor torque when the vehicle is in a tire pressure loss condition. On this basis, the four-wheel active suspension system can independently adjust the suspension height. The suspension height adjustment can be hydraulically controlled, electromagnetically controlled, or air spring controlled, so that the vehicle can use the vertical posture changes caused by the tire pressure loss condition. If the vehicle does not have the ability to independently adjust the active suspension to adjust the vertical posture, the four-wheel motor's torque independent distribution control can be used directly to maintain the vehicle's horizontal posture to ensure the vehicle's driving safety in emergency situations.

[0135] Below, the vehicle control method provided in the embodiment of the present application is introduced and explained with an example. Figure 5 is a flowchart of another vehicle control method provided in some embodiments of the present application, Figure 6 is a flowchart of another vehicle control method provided in some embodiments of the present application, referring to Figure 5 and Figure 6 As shown, the vehicle driving process can be divided into three stages: tire blowout determination, vehicle emergency posture control, and emergency driving after tire blowout.

[0136] Taking a tire pressure loss condition such as a tire blowout as a specific example, the vehicle control method includes the following stages and steps:

[0137] Phase 1: Determination of vehicle tire blowout.

[0138] Step S500: Detect whether the vehicle has a tire blowout.

[0139] Phase 2: Emergency posture control of the entire vehicle.

[0140] Step S501: Determine whether the vehicle has a tire blowout, calculate the drive motor torque distribution and / or braking force distribution of each wheel, and apply corresponding drive torque and / or braking force to each wheel to achieve control of the horizontal posture of the entire vehicle.

[0141] Step S502: Control the vertical posture of the vehicle through the suspension system.

[0142] Step S503: Correct the vertical posture through real-time feedback of the vehicle's Inertial Measurement Unit (IMU) signal.

[0143] Stage 3: Emergency driving after a tire blowout.

[0144] Step S504: After the vehicle posture is stabilized, the torque distribution of each wheel drive motor is controlled.

[0145] Step S505: Control the posture of the entire vehicle during driving by adjusting the suspension height and, in some cases, controlling the yaw rate.

[0146] Step S506: During emergency driving, the vehicle preview function cooperates with the four-wheel acceleration signal feedback to achieve transient height avoidance of problematic wheels on undulating roads.

[0147] The first stage includes step S500, which monitors tire pressure signals, wheel speed signals, drive motor parameter signals, etc. in real time, and can quickly identify whether the vehicle has a tire blowout based on the changes in each signal at the moment of a tire blowout. The IMU sensor can identify changes in the vehicle's motion state at the moment of a tire blowout, such as a sudden deviation or tilt of the vehicle. The IMU sensor provides important data about the dynamic motion of the vehicle to assist in determining a tire blowout.

[0148] When a tire blowout is detected, the second stage is entered to control the emergency posture of the whole vehicle. This stage includes steps S501, S502 and S503.

[0149] At this time, it is necessary to give priority to ensuring the driving posture of the whole vehicle to prevent the vehicle's yaw rate from being outside the preset yaw rate range and causing dangers such as rollover. Specifically, when a tire blows out, the torque output of the tire blown wheel (problem wheel) can be reduced or suspended, and the total required torque can be redistributed according to the speed change of each wheel, the yaw rate of the whole vehicle and the preset yaw rate range, and the corresponding driving torque and braking force can be applied to each wheel, so that the yaw rate of the whole vehicle is within the preset yaw rate range. As a specific example, the torque output of the problem wheel can be suspended, the total required torque can be recalculated and distributed to the remaining three wheels, and the corresponding driving torque can be applied to the wheels that have not blown out, and the braking force input of each wheel can be coordinated to achieve control of the horizontal posture of the whole vehicle. It should be understood that the vehicle controls the normal driving process of the whole vehicle based on the independent distribution of the torque of the four-wheel motor.

[0150] At the moment of a tire blowout, in addition to controlling the vehicle's yaw, that is, its horizontal posture, the collapse of the tire blowout wheel may also cause vertical roll. The height of each suspension can be controlled by distributing the torque of the drive motor of the suspension system, thereby controlling the vertical posture of the entire vehicle, so that the tire blowout wheel is raised to a level without contact with the ground, avoiding the rim of the tire blowout wheel directly contacting the ground support and causing secondary damage to the vehicle body structure. At the same time, since the tire blowout wheel loses its shock-absorbing effect and does not contact the ground, it can also avoid vibrations from being transmitted into the vehicle and affecting the comfort of the driver and passengers. The vehicle body posture information fed back in real time by the IMU signal is then used to make real-time corrections to the vertical posture of the entire vehicle to ensure that there is no risk of severe roll or even rollover at the moment of a tire blowout. It should be understood that the vehicle independently adjusts the height of each suspension based on the four-wheel active suspension.

[0151] After the horizontal and vertical postures of the vehicle are controlled by the four-wheel drive motors and the suspension system respectively at the moment of tire blowout, the posture of the whole vehicle is basically stable and enters the third stage, the emergency driving stage after tire blowout, which includes steps S504, S505 and S506.

[0152] After the vehicle's posture is stabilized, the vehicle enters the emergency driving stage after a tire blowout. The problematic wheel has no contact with the ground. In order to ensure that the vehicle relies on three wheels to drive normally, it is necessary to control the torque distribution of the drive motors of each wheel in real time.

[0153] The vehicle posture control in step S505 may include the control of the horizontal posture and the vertical posture, or only the control of the vertical posture. The vertical posture control is performed by inflating and / or exhausting the air spring to adjust the suspension height and correct the vertical posture of the vehicle.

[0154] The air spring of the wheel with the flat tire can be exhausted, while the air springs of the remaining three wheels can be inflated to transfer the load of the wheel with the flat tire, realize real-time adjustment of the suspension height, lift the wheel with the flat tire, and achieve a non-contact state with the ground, ensuring that the vehicle can maintain normal driving on three wheels in a horizontal plane.

[0155] In an emergency situation where the vehicle relies on three wheels to maintain normal driving, the vehicle's pre-aiming system obtains road information. When passing through various scenarios such as bumpy roads, the suspension height is adjusted through the torque distribution of the suspension system to achieve transient height avoidance of the wheel with a flat tire, thereby reducing the damage to the rim of the wheel with a flat tire and the impact of large uneven road surfaces transmitted into the car, affecting the driving experience of the driver and passengers.

[0156] The vehicle control method provided in the present application can reduce the probability of vehicle loss of control or rollover by accurately controlling the horizontal and vertical postures of the vehicle under tire pressure loss conditions such as wheel blowout, thereby ensuring the safety of the vehicle and its passengers and maintaining the vehicle's emergency driving capability.

[0157] According to the second aspect of the present application, an embodiment of the present application further provides a non-transitory computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, the steps of the above-mentioned vehicle control method are implemented. The non-transitory computer-readable storage medium has all the beneficial effects of the above-mentioned vehicle control method, and the present application will not repeat them here.

[0158] According to the third aspect of the present application, an embodiment of the present application also provides a computer program product, including a computer program. When the computer program is executed by a processor, it implements the above-mentioned vehicle control method and has all the beneficial effects of the above-mentioned vehicle control method. This application will not go into details here.

[0159] According to the fourth aspect of the present application, an embodiment of the present application further provides an electronic device, comprising: a memory and a processor, wherein a computer program is stored in the memory; and the processor is used to execute the computer program in the memory to implement the steps of the above-mentioned vehicle control method. The electronic device has all the beneficial effects of the above-mentioned vehicle control method, and the present application will not repeat them here.

[0160] Please refer to Figure 7 , the electronic device 600 may include a processing device (e.g., a central processing unit, a graphics processor, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603. In the RAM 603, various programs and data required for the operation of the electronic device 600 are also stored. The processing device 601, the ROM 602, and the RAM 603 are connected to each other via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0161] Typically, the following devices may be connected to the I / O interface 605: an input device 606 including, for example, a touch screen, a touch pad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 607 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 608 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 609. The communication device 609 may allow the electronic device 600 to communicate with other devices wirelessly or by wire to exchange data. Although Figure 7 The electronic device 600 is shown with various devices, but it should be understood that it is not required to implement or possess all the devices shown. More or fewer devices may be implemented or possessed instead. Figure 7 Each block shown in the figure may represent one device, or may represent multiple devices as required.

[0162] In particular, according to some embodiments of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, some embodiments of the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In some such embodiments, the computer program can be downloaded and installed from the network through a communication device 609, or installed from a storage device 608, or installed from a read-only memory (ROM) 602. When the computer program is executed by the processing device 601, the above-mentioned functions defined in the method of some embodiments of the present application are executed.

[0163] It should be noted that the computer-readable medium in some embodiments of the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above, which is not specifically limited in the present application. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0164] In some embodiments of the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in combination with an instruction execution system, device, or device. In some embodiments of the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in combination with an instruction execution system, device, or device. The program code contained on the computer-readable medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0165] In some embodiments, the client and the server may communicate using any currently known or future developed network protocol such as Hyper Text Transfer Protocol (HTTP), and may be interconnected with any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include a local area network (LAN), a wide area network (WAN), an internet (e.g., the Internet), and a peer-to-peer network (e.g., an adhoc network), as well as any currently known or future developed network.

[0166] The computer-readable medium may be included in the electronic device, or may exist independently without being installed in the electronic device. The computer-readable medium carries one or more programs. When the one or more programs are executed by the electronic device, the electronic device: when the vehicle is in a tire pressure-deflated condition, adjusts the first posture and the second posture of the vehicle to keep the vehicle in a driving state; wherein the first posture is the posture of the vehicle in a direction parallel to the ground, and the second posture is the posture of the vehicle in a direction perpendicular to the ground.

[0167] Computer program code for performing the operations of some embodiments of the present application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as an independent software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network (including a local area network (LAN) or a wide area network (WAN)), or it can be connected to an external computer (for example, using an Internet service provider to connect through the Internet).

[0168] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flowchart or block diagram may represent a module, a program segment, or a portion of a code, which contains one or more executable instructions for implementing a specified logical function.

[0169] It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures.

[0170] For example, two boxes shown in succession may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of boxes in the block diagram and / or flow chart, can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0171] The units described in some embodiments of the present application may be implemented by software or by hardware.

[0172] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: Field Programmable Gate Array (FPGA), Application Specific Integrated Circuit (ASIC), Application Specific Standard Parts (ASSP), System on Chip (SOC), Complex Programmable Logic Device (CPLD), etc.

[0173] According to the fifth aspect of the present application, an embodiment of the present application further provides a vehicle, including the above electronic device or implementing the vehicle control method described in any of the above embodiments, and the electronic device can be used to execute the above vehicle control method. The vehicle has all the beneficial effects of the above electronic device, which will not be described in detail in this application.

[0174] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and this application does not make any specific limitation on this.

[0175] 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.

[0176] 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.

[0177] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0178] 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: include: When the vehicle is in a tire pressure-deflation condition, adjusting the first posture and the second posture of the vehicle so that the vehicle maintains a driving state; The first posture is the posture of the vehicle in a direction parallel to the ground, and the second posture is the posture of the vehicle in a direction perpendicular to the ground.

2. The method according to claim 1, characterized in that The tire pressure loss condition includes a first pressure loss condition and a second pressure loss condition, and a value of an instability parameter of the vehicle under the first pressure loss condition is greater than a value of an instability parameter of the vehicle under the second pressure loss condition.

3. The method according to claim 2, characterized in that The instability parameter includes a change in wheel speed and / or a change in yaw rate of the vehicle.

4. The method according to claim 2 or 3, characterized in that: The first posture and the second posture are adjusted by controlling wheel action parameters of the first type of wheels and / or the second type of wheels of the vehicle; The first type of wheels are wheels in the tire pressure-deflation condition; the second type of wheels are wheels that are not in the tire pressure-deflation condition.

5. The method according to claim 4, characterized in that The wheel action parameters include control torque, and the first posture is adjusted by controlling the control torque of the first type of wheels and / or the control torque of the second type of wheels.

6. The method according to claim 5, characterized in that The control torque includes a driving torque. Under the tire pressure loss condition, the first posture is adjusted by controlling the driving torque of the first type of wheels and / or the driving torque of the second type of wheels.

7. The method according to claim 5, characterized in that The control torque includes a driving torque and a braking torque. Under the first pressure loss condition, the first posture is adjusted by controlling the driving torque and the braking torque of the first type of wheels and / or the driving torque and the braking torque of the second type of wheels.

8. The method according to any one of claims 5 to 7, characterized in that: The control torque is determined based on a real-time wheel speed of the vehicle and a real-time yaw rate of the vehicle.

9. The method according to claim 4, characterized in that The wheel action parameters include suspension height, and the second posture is adjusted by controlling the suspension height corresponding to the first type of wheels and / or the second type of wheels.

10. The method according to claim 9, characterized in that: The suspension height is determined based on one or more of the vehicle body posture information, the real-time suspension parameters corresponding to the wheels of the vehicle, and the real-time wheel speed of the vehicle.

11. The method according to claim 9, characterized in that The suspension height corresponding to the wheels of the vehicle is controlled by the shock absorbers corresponding to the wheels.

12. The method according to claim 11, characterized in that The shock absorber includes at least one of an air spring shock absorber, a hydraulic shock absorber, an electromagnetic shock absorber, and a resistance-adjustable shock absorber.

13. The method according to claim 11, characterized in that When the vehicle is in the first pressure loss condition, the shock absorber corresponding to the first type of wheel is configured to stretch the shock absorber stroke, and / or the shock absorber corresponding to the second type of wheel is configured to compress the shock absorber stroke to reduce the body inclination angle of the vehicle in the direction perpendicular to the ground.

14. The method according to claim 13, characterized in that When the vehicle is in the first pressure loss condition, after the shock absorbers corresponding to the first type of wheels are configured to stretch the shock absorber stroke, and / or the shock absorbers corresponding to the second type of wheels are configured to compress the shock absorber stroke, the shock absorbers corresponding to the first type of wheels are also configured to compress the shock absorber stroke so that the first type of wheels are not in contact with the ground.

15. The method according to claim 13 or 14, characterized in that The shock absorber includes an electromagnetic shock absorber. When the vehicle is in the first pressure loss condition, the shock absorber stroke corresponding to the first type of wheel is adjusted by controlling the electromagnetic shock absorber corresponding to the first type of wheel, and / or the shock absorber stroke corresponding to the second type of wheel is adjusted by controlling the electromagnetic shock absorber corresponding to the second type of wheel.

16. The method according to claim 11, characterized in that The shock absorber comprises an air spring shock absorber; When the vehicle is in the second pressure-loss condition, the air spring shock absorbers corresponding to the first type of wheels are configured to be exhausted, and / or, the air spring shock absorbers corresponding to the second type of wheels are configured to be inflated, so that the first type of wheels are not in contact with the ground.

17. The method according to claim 11 or 16, characterized in that When the vehicle is in the second pressure-loss condition, the suspension corresponding to the first type of wheels is configured to adjust the suspension height when the first type of wheels need to cross an uneven road surface.

18. The method according to claim 17, characterized in that When the first type of wheels need to go over an uneven road surface, the suspension corresponding to the first type of wheels is configured to compress the shock absorber stroke so that the first type of wheels are not in contact with the ground.

19. The method according to claim 18, characterized in that The shock absorber includes an electromagnetic shock absorber. When the first type of wheel needs to cross an uneven road surface, the shock absorber stroke corresponding to the first type of wheel is adjusted by the electromagnetic shock absorber corresponding to the first type of wheel.

20. The method according to claim 18, characterized in that The need for the first type of wheels to cross the undulating road surface is determined based on road surface information.

21. The method according to claim 20, characterized in that The road surface information is obtained through the preview system of the vehicle.

22. The method according to any one of claims 4 to 21, characterized in that: The adjusting the first posture and the second posture of the vehicle so that the vehicle maintains a driving state includes: When the vehicle is in the first pressure-loss condition, adjusting the first posture and the second posture of the vehicle to make the vehicle enter the second pressure-loss condition; When the vehicle is in the second pressure-loss condition, the driving torque of the second type of wheels is controlled and the second posture of the vehicle is adjusted to keep the vehicle in a driving state.

23. The method according to claim 22, characterized in that The first posture is adjusted so that the yaw rate of the vehicle is within a preset yaw rate range.

24. The method according to claim 22, characterized in that The second posture is adjusted so that a body inclination angle of the vehicle in a direction perpendicular to the ground is within a preset inclination angle range.

25. The method according to claim 1, characterized in that Before adjusting the first posture and the second posture of the vehicle so that the vehicle maintains a driving state, the method further includes: Detect whether the vehicle is in a tire pressure-deflation condition.

26. The method according to claim 25, characterized in that The detecting whether the vehicle is in a tire pressure-deflation condition comprises: According to the state signal of the vehicle, it is detected whether the vehicle is in a tire pressure-deflation condition.

27. The method according to claim 26, characterized in that The status signal of the vehicle includes: Tire pressure signal, wheel speed signal, drive motor parameter signal and inertial sensor signal.

28. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle control method according to any one of claims 1 to 27 is implemented.

29. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed by a processor, the vehicle control method according to any one of claims 1 to 27 is implemented.

30. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the vehicle control method described in any one of claims 1 to 27.

31. A vehicle, characterized in that: The electronic device comprises the electronic device as claimed in claim 30, or implements the vehicle control method as claimed in any one of claims 1 to 27.

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