Vehicle control method and device, vehicle and storage medium

Abstract

The invention discloses a vehicle control method and device, a vehicle and a storage medium. The method comprises the steps that detection information is acquired; the detection information comprises a steering wheel angle, a steering wheel angle rate, a lateral acceleration and a lateral impact degree; determining a curve driving state of the vehicle based on the detection information; the curve driving state comprises a steady state and a switching state, the steady state refers to the driving state of the vehicle on the curve, and the switching state refers to the switching state of the vehicle between a straight road and the curve; and under the condition that the curve driving state is the switching state, a damping curve adjusting request is sent to the active shock absorber so as to adjust the damping value of the active shock absorber. Under the condition that the vehicle is in the switching state, the damping value of the active shock absorber can be requested to be adjusted, so that the vehicle can be quickly recovered from the side-tipping state, and the comfort and stability of the vehicle in the driving process are guaranteed.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, device, vehicle and storage medium. Background Art

[0002] With the popularization and development of vehicles, in order to improve the comfort and stability of the vehicle during driving, shock absorbers are usually installed in the vehicle to absorb the impact from the road surface to reduce the vibration amplitude of the vehicle body.

[0003] However, the existing shock absorbers usually adopt the traditional mechanical structure, so that they use elastic components to absorb vibration impact in actual work, which belongs to the passive shock absorption method, resulting in poor working flexibility. Summary of the invention

[0004] Embodiments of the present application provide a vehicle control method, a vehicle control device, a vehicle, and a storage medium.

[0005] In a first aspect, some embodiments of the present application provide a method for controlling a vehicle, wherein the vehicle includes an active shock absorber, and the method includes: step S210, obtaining detection information; the detection information includes a steering wheel angle, a steering wheel angle rate, a lateral acceleration and a lateral impact degree, and the lateral impact degree represents the rate of change of the lateral acceleration; step S230, determining a cornering state of the vehicle based on the detection information; the cornering state includes a steady state and a switching state, the steady state refers to a state in which the vehicle is traveling on a curve, and the switching state refers to a state in which the vehicle is switching between a straight road and a curve; step S250, sending a damping curve adjustment request to the active shock absorber when the cornering state is a switching state, and the damping curve adjustment request is used to adjust the damping value of the active shock absorber.

[0006] Among them, in some possible embodiments, determining the vehicle's driving state on a curve based on the detection information specifically includes: determining a first product and a second product based on the detection information; the first product is the product of the steering wheel angle and the steering wheel angle rate, and the second product is the product of the lateral acceleration and the lateral impact degree; determining the vehicle's driving state on a curve based on the first product and the second product. In this embodiment, the first product and the second product are used as the basis for judging the driving state on a curve to avoid misjudging the driving state on a curve when the value of a single parameter of the steering wheel angle or the steering wheel angle rate changes suddenly, or when the value of a single parameter of the lateral acceleration or the lateral impact degree changes suddenly, thereby ensuring the accuracy and reliability of the subsequently determined driving state on a curve.

[0007] Among them, in some possible embodiments, the switching state includes a bend state, and the bend state refers to the state in which the vehicle switches from a straight road to a bend; based on the first product and the second product, determining the bend driving state of the vehicle, specifically includes: when the first product satisfies the first preset condition or the second product satisfies the second preset condition, determining that the bend driving state of the vehicle is a bend driving state; the first preset condition is that the first product is greater than the first threshold, the second preset condition is that the second product is greater than the second threshold, and both the first threshold and the second threshold are greater than 0; when the bend driving state is a switching state, sending a damping curve adjustment request to the active shock absorber, specifically includes: when the bend driving state is a bend driving state, sending a first damping curve adjustment request to the active shock absorber; the first damping curve adjustment request is used to increase the damping value of the active shock absorber. In this embodiment, a judgment method for judging whether the switching state is a bend driving state is provided, and when the vehicle is in a bend driving state, the damping value of the active shock absorber is increased, thereby improving the response speed of the vehicle body, and can improve the transient roll stiffness of the vehicle to reduce the roll angle of the vehicle, thereby ensuring the stability of the vehicle when entering a bend.

[0008] Among them, in some possible embodiments, the switching state includes a bend exit state, and the bend exit state refers to the state in which the vehicle switches from a bend to a straight road; based on the first product and the second product, determining the bend driving state of the vehicle, further includes: when the first product and the second product meet the third preset condition, determining that the bend driving state of the vehicle is a bend exit state; the third preset condition is that the first product is less than the third threshold value and the second product is less than the fourth threshold value, and the third threshold value and the fourth threshold value are both less than 0; when the bend driving state is a switching state, sending a damping curve adjustment request to the active shock absorber, specifically including: when the bend driving state is a bend exit state, sending a second damping curve adjustment request to the active shock absorber; the second damping curve adjustment request is used to reduce the damping value of the active shock absorber. In this embodiment, a judgment method for judging whether the switching state is a bend exit state is provided, and when the vehicle is in a bend exit state, the damping value of the active shock absorber is reduced, thereby increasing the posture recovery speed of the vehicle body, and reducing the stiffness of the suspension in the vehicle to increase the understeering degree of the vehicle, thereby ensuring the stability of the vehicle when exiting a bend.

[0009] Among them, in some possible embodiments, the method includes a plurality of calculation cycles, wherein step S210 and step S230 are sequentially executed to form a calculation cycle, and each calculation cycle determines the corresponding vehicle's curve driving state; in the N+1th calculation cycle, based on the first product and the second product, the vehicle's curve driving state is determined, and further includes: when the first product does not satisfy the first preset condition, and the second product does not satisfy the second preset condition, and the first product and the second product do not satisfy the third preset condition, and the absolute value of the second product is greater than the fifth threshold, the curve driving state corresponding to the Nth calculation cycle is determined as the vehicle's curve driving state in the N+1th calculation cycle; the fifth threshold is less than the second threshold. In this embodiment, since the absolute value of the second product will gradually decrease, through the above judgment conditions, it can be ensured that the vehicle's curve driving state can be maintained in the curve driving state corresponding to the previous calculation cycle for a period of time, so as to ensure that the determined switching state (that is, the curve entry state or the curve exit state) can be maintained for a period of time, thereby improving the detection reliability of the curve driving state.

[0010] In some possible embodiments, the method includes multiple calculation cycles, wherein step S210 and step S230 are executed in sequence to constitute a calculation cycle, and each calculation cycle determines the corresponding vehicle's curve driving state; in the N+1th calculation cycle, based on the first product and the second product, the vehicle's curve driving state is determined, and it also includes: obtaining the duration of the first product and the second product satisfying the specified condition; wherein the specified condition indicates that the first product does not satisfy the first preset condition, and the second product does not satisfy the second preset condition, and the first product and the second product do not satisfy the third preset condition, and the absolute value of the second product is less than or equal to the fifth threshold, and the fifth threshold is less than the second threshold; when the duration is greater than or equal to the preset duration, the vehicle's curve driving state is determined to be a steady state; when the duration is less than the preset duration, the curve driving state corresponding to the Nth calculation cycle is determined as the vehicle's curve driving state in the N+1th calculation cycle. In this embodiment, the vehicle's curve driving state will be determined as a steady state only when the duration is greater than or equal to a preset time. This allows the switching state (i.e., curve entry state or curve exit state) to be maintained for a period of time, thereby improving the detection reliability of the curve driving state.

[0011] Among them, in some possible embodiments, the detection information also includes the vehicle speed, and the first product and the second product are determined based on the detection information, including: based on the detection information, when the vehicle speed is greater than or equal to the vehicle speed threshold, the first product and the second product are determined; the method also includes: based on the detection information, when the vehicle speed is less than the vehicle speed threshold, determining that the vehicle's cornering state is a steady state. In this embodiment, when the vehicle speed is greater than or equal to the vehicle speed threshold, it means that the vehicle speed is relatively fast at this time, and a large roll angle will appear when turning. In this case, the vehicle will determine the first product and the second product, and determine the vehicle's cornering state based on the first product and the second product, which can save the computing resources of the central console.

[0012] Among them, in some possible embodiments, the method includes multiple calculation cycles, wherein step S210 and step S230 are executed in sequence to constitute a calculation cycle, and each calculation cycle determines the corresponding vehicle's cornering state; in the N+1th calculation cycle, based on the detection information, the vehicle's cornering state is determined, and it also includes: when the absolute value of the lateral impact degree is less than the sixth threshold value, and the absolute value of the steering wheel angle rate is less than the seventh threshold value, determining that the vehicle's cornering state is a steady state; when the absolute value of the lateral impact degree is less than the sixth threshold value, and the absolute value of the steering wheel angle rate is greater than or equal to the seventh threshold value and less than the eighth threshold value, the cornering state corresponding to the Nth calculation cycle is determined as the vehicle's cornering state in the N+1th calculation cycle. In this embodiment, another method for determining whether it is in a steady state is provided, so that the vehicle can more accurately determine whether the cornering state is a steady state.

[0013] Among them, in some possible embodiments, when the curve driving state is a switching state, sending a damping curve adjustment request to the active shock absorber includes: when the curve driving state is a switching state and the absolute value of the lateral acceleration is greater than the ninth threshold, sending a damping curve adjustment request to the active shock absorber. In this embodiment, when the absolute value of the lateral acceleration is greater than the ninth threshold, it means that the rate of change of the lateral speed is large, and a large roll angle will appear when turning. In this case, the vehicle will send a damping curve adjustment request to the active shock absorber, which can save the computing resources of the center console.

[0014] Among them, in some possible embodiments, after sending a damping curve adjustment request to the active shock absorber when the curve driving state is the switching state, the method further includes: obtaining the request duration of the damping curve adjustment request; when the request duration is greater than or equal to the specified duration, stopping sending the damping curve adjustment request. In this embodiment, the damping curve adjustment request will be exited after a certain delay, which can avoid the situation where the request time is too short and the active shock absorber cannot successfully receive the request, so as to ensure that the subsequent active shock absorber can smoothly adjust the damping value.

[0015] Among them, in some possible embodiments, obtaining detection information includes: obtaining a lateral acceleration signal and a steering wheel angle signal; performing amplitude limiting and low-pass filtering operations on the lateral acceleration signal to determine the lateral acceleration; performing differential operations on the lateral acceleration to determine the lateral impact degree; performing amplitude limiting and low-pass filtering operations on the steering wheel angle signal to determine the steering wheel angle; performing differential operations on the steering wheel angle to determine the steering wheel angle rate. In this embodiment, the vehicle will perform signal processing (for example, signal filtering) on ​​the lateral acceleration signal sent by the lateral acceleration sensor and the steering wheel angle signal sent by the steering wheel angle sensor to obtain corresponding detection information to avoid noise in the signal affecting the detection results of subsequent cornering driving conditions.

[0016] In a second aspect, some embodiments of the present application also provide a control device for a vehicle, wherein the vehicle includes an active shock absorber, and the device includes an acquisition module, a determination module, and a request sending module. Among them, the acquisition module is used to acquire detection information; the detection information includes a steering wheel angle, a steering wheel angle rate, a lateral acceleration, and a lateral impact degree, and the lateral impact degree represents the rate of change of the lateral acceleration. The determination module is used to determine the vehicle's cornering state based on the detection information; the cornering state includes a steady state and a switching state, the steady state refers to the state of the vehicle driving on a curve, and the switching state refers to the state of the vehicle switching between a straight road and a curve. The request sending module is used to send a damping curve adjustment request to the active shock absorber when the cornering state is a switching state, and the damping curve adjustment request is used to adjust the damping value of the active shock absorber.

[0017] In a third aspect, some embodiments of the present application further provide a vehicle, the vehicle comprising an active shock absorber, one or more processors, a memory, and one or more applications. The one or more applications are stored in the memory and configured to be executed by the one or more processors, and are configured to execute the above method.

[0018] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer program instructions, wherein the computer program instructions can be called by a processor to execute the above method.

[0019] In a fifth aspect, an embodiment of the present application further provides a computer program product, which implements the above method when executed.

[0020] The present application provides a vehicle control method, device, vehicle and storage medium, and the method is applied to a vehicle equipped with an active shock absorber. When the vehicle determines that the vehicle's curve driving state is a switching state based on detection parameters, the vehicle will send a damping curve adjustment request to the active shock absorber. The switching state refers to the state in which the vehicle switches between a straight road and a curve, for example, the vehicle's driving road switches from a straight road to a curve, or the driving road switches from a curve to a straight road. In this case, the vehicle body may have a large roll.

[0021] When the vehicle in the present application is in a switching state, it will request to adjust the damping value of the active shock absorber so that the vehicle can quickly recover from the roll state to ensure the comfort and stability of the vehicle during driving.

[0022] In addition, since the vehicle in the present application uses active shock absorbers (for example, electronically controlled damping adjustable shock absorbers), different damping curves can be called according to the vehicle's operating conditions and actual road conditions during the vehicle's driving process, thereby improving the working flexibility of the shock absorber.

[0023] Furthermore, since the vehicle can be integratedly calculated and controlled by software, the active shock absorber can be transiently controlled during the vehicle's lane change process to achieve vehicle curve roll control. Therefore, the present application does not require the addition of additional hardware equipment, and the active shock absorber can ensure the stability of the vehicle during lane change, saving the vehicle's hardware cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0025] Figure 1 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0026] Figure 2 It is a flow chart of a vehicle control method provided in the first embodiment of the present application.

[0027] Figure 3 It is a flow chart of a vehicle control method provided in the second embodiment of the present application.

[0028] Figure 4 It is a flow chart of a vehicle control method provided in the third embodiment of the present application.

[0029] Figure 5 It is a module block diagram of the vehicle control device provided in an embodiment of the present application.

[0030] Figure 6 It is a module block diagram of the vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0031] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0032] In order to enable those skilled in the art to better understand the solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described 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 making creative work are within the scope of protection of the present application.

[0033] The present application provides a vehicle control method, device, vehicle and storage medium, and the method is applied to a vehicle equipped with an active shock absorber. When the vehicle determines that the vehicle's curve driving state is a switching state based on detection parameters, the vehicle will send a damping curve adjustment request to the active shock absorber. The switching state refers to the state in which the vehicle switches between a straight road and a curve, for example, the vehicle's driving road switches from a straight road to a curve, or the driving road switches from a curve to a straight road. In this case, the vehicle body may have a large roll.

[0034] When the vehicle in the present application is in a switching state, it will request to adjust the damping value of the active shock absorber so that the vehicle can quickly recover from the roll state to ensure the comfort and stability of the vehicle during driving. In addition, since the vehicle in the present application adopts an active shock absorber (for example, an electronically controlled damping adjustable shock absorber), it can call different damping curves according to the working condition of the vehicle and the actual road conditions during the driving process of the vehicle, thereby improving the working flexibility of the shock absorber.

[0035] Furthermore, since the vehicle can be integratedly calculated and controlled by software, the active shock absorber can be transiently controlled during the vehicle's lane change process to achieve vehicle curve roll control. Therefore, the present application does not need to add additional hardware equipment, and the active shock absorber can ensure the stability of the vehicle during lane change, saving the vehicle's hardware cost.

[0036] In order to facilitate the detailed description of the present application, the application environment of the present application embodiment is first introduced in conjunction with the accompanying drawings. Figure 1 , which shows a schematic diagram of the application environment of the control method provided in an embodiment of the present application, wherein the method is applied to a vehicle 100, wherein the vehicle 100 refers to a vehicle driven or towed by a power device for passengers or for transporting goods, including but not limited to a sedan, a suburban utility vehicle (SUV), a multi-purpose vehicle (MPV), an unmanned online car-hailing vehicle, a minibus, a bus, and the like.

[0037] In the embodiment of the present application, the vehicle 100 may include a vehicle body 110, a center console 120, and an active shock absorber 130. The center console 120 and the active shock absorber 130 are arranged in the vehicle body 110, and the vehicle body 110 plays a role in fixing and protecting the center console 120 and the active shock absorber 130.

[0038] The center console 120 is used to process signals and data, and control the vehicle body 110 to work (e.g., moving forward, braking, steering, etc.) according to the processed parameters. Specifically, the center console 120 may integrate one or more controllers, such as an electronic control unit (ECU).

[0039] The active shock absorber 130 is electrically connected to the center console 120, and can adopt an electronic, hydraulic or pneumatic control system, and can actively adjust and control the shock absorption effect of the vehicle by actively sensing and responding to the suspension movement and external conditions of the vehicle. In some possible embodiments, the active shock absorber 130 can be an electronically controlled damping adjustable shock absorber, which has a larger damping curve bandwidth and a faster response time.

[0040] In this embodiment, a plurality of damping curves may be stored inside the electrically controlled damping adjustable shock absorber, and the damping curve refers to the curve of the change of the damping force of the shock absorber with time or displacement when the shock absorber is subjected to external force. When the shock absorber is working, the magnitude of the damping force (i.e., the damping value) that it needs to provide at present can be determined by reading the damping curve to reduce the vibration impact of the vehicle. Among them, the plurality of damping curves may include a default damping curve, and the default damping curve refers to the damping curve used by the electrically controlled damping adjustable shock absorber by default when the damping curve adjustment request sent by the center console 120 is not received. The plurality of damping curves may also include a plurality of adjustment damping curves, and the adjustment damping curve is different from the default damping curve. As an implementation mode, the electrically controlled damping adjustable shock absorber may determine and call the adjustment damping curve corresponding to the request among the plurality of adjustment damping curves according to the damping curve adjustment request sent by the center console 120, so as to realize the dynamic adjustment of the damping value. Specifically, researchers can determine multiple damping curves based on the actual driving data of the vehicle in combination with self-developed algorithms. This application does not limit the specific implementation method of the damping curve.

[0041] In some possible embodiments, the vehicle 100 may further include a speed sensor (not shown in the figure), the center console 120 is electrically connected to the speed sensor, and the speed of the vehicle 100 is determined by the speed signal output by the speed sensor. Specifically, the speed sensor may be a magnetoelectric sensor, a Hall effect sensor, a photoelectric sensor, and the like.

[0042] In some possible embodiments, the vehicle 100 may further include a lateral acceleration sensor (not shown in the figure), the center console 120 is electrically connected to the lateral acceleration sensor, and the lateral acceleration of the vehicle 100 is determined by the lateral acceleration signal output by the lateral acceleration sensor. Specifically, the lateral acceleration sensor may be a piezoelectric acceleration sensor, a capacitive acceleration sensor, and the like.

[0043] In some possible embodiments, the vehicle 100 may further include a steering wheel angle sensor (not shown in the figure), the center console 120 is electrically connected to the steering wheel angle sensor, and the steering wheel angle of the vehicle 100 is determined by a steering wheel angle signal output by the steering wheel angle sensor. Specifically, the steering wheel angle sensor may be an analog steering wheel angle sensor, a digital steering wheel angle sensor, and the like.

[0044] See also Figure 2 , which shows a vehicle control method provided by the first embodiment of the present application, and the method is applied to the vehicle 100 in the above embodiment. Specifically, the method may include the following steps.

[0045] Step S210, obtaining detection information.

[0046] The detection information in this embodiment may include steering wheel angle, steering wheel angle rate, lateral acceleration and lateral impact degree. Among them, the steering wheel angle rate is used to describe the rate of change of the steering wheel angle, that is, the rate of change of the angle of the steering wheel rotation per unit time. Lateral acceleration refers to the acceleration perpendicular to the driving direction of the vehicle. For example, when a vehicle turns on a horizontal road, the acceleration provided by the lateral friction force is the lateral acceleration. The lateral impact degree is used to describe the rate of change of the lateral acceleration, that is, the third-order derivative of the lateral displacement with respect to time.

[0047] As an implementation mode, the center console may obtain detection information at every calculation cycle, that is, periodically obtain detection information. The calculation cycle may be a default value in the center console, or may be determined by R&D personnel based on the control accuracy or driving comfort of the vehicle. For example, the higher the control accuracy of the vehicle, the shorter the calculation cycle; for another example, the higher the driving comfort of the vehicle, the shorter the calculation cycle. Specifically, the calculation cycle may be 0.01s, 0.02s, 0.05s, 0.1s, etc., which is not specifically limited in this embodiment.

[0048] As another implementation, the center console can obtain the planned driving path of the vehicle (for example, obtained through the built-in navigation APP), and obtain detection information when it is determined based on the planned driving path and the current position of the vehicle that the vehicle needs to turn. Specifically, the center console can determine the target intersection where the vehicle needs to turn based on the planned driving path, and when the distance between the current position of the vehicle and the target intersection is less than or equal to the preset distance, it means that the vehicle is about to turn. In this case, the center console can obtain detection information. Specifically, the preset distance can be a default value in the center console, or it can be adjusted by the R&D personnel based on the actual driving data of the vehicle. For example, the preset distance can be 10m, 20m, etc. In addition, when the center console determines that the vehicle does not need to turn based on the planned driving path and the current position of the vehicle, step S210 is not executed, thereby saving the computing resources of the center console.

[0049] In some possible embodiments, the central console performs signal processing (e.g., signal filtering) on ​​the lateral acceleration signal sent by the lateral acceleration sensor and the steering wheel angle signal sent by the steering wheel angle sensor to obtain corresponding detection information to prevent noise in the signal from affecting the subsequent detection results of the curve driving state. Specifically, step S210 may include steps S2110 to S2150.

[0050] Step S2110, obtaining a lateral acceleration signal and a steering wheel angle signal.

[0051] As an implementation mode, the center console can obtain a lateral acceleration signal through a lateral acceleration sensor in each calculation cycle, and obtain a steering wheel angle signal through a steering wheel angle sensor. Specifically, the lateral acceleration signal and the steering wheel angle signal can be obtained at the same time, or can be obtained in sequence in time sequence, which is not limited in this embodiment. It is not difficult to understand here that the lateral acceleration signal and the steering wheel angle signal obtained by the center console are both digital signals.

[0052] Step S2120: performing amplitude limiting and low-pass filtering operations on the lateral acceleration signal to determine the lateral acceleration.

[0053] As an implementation method, an amplitude limiting algorithm and a low-pass filtering algorithm may be pre-stored in the central console, and the central console may determine the lateral acceleration by performing amplitude limiting and low-pass filtering operations on the lateral acceleration signal through the above algorithms. The amplitude limiting algorithm means that if the value of the lateral acceleration signal is within a preset first amplitude interval, no operation is performed; if the value of the lateral acceleration signal is greater than the upper limit value of the first amplitude interval, the upper limit value of the first amplitude interval is determined as the value of the lateral acceleration signal; if the value of the lateral acceleration signal is less than the lower limit value of the first amplitude interval, the lower limit value of the first amplitude interval is determined as the value of the lateral acceleration signal.

[0054] The first amplitude range may be a default value in the central console. Specifically, the first amplitude range may be [-10, 9.83] m / s 2 , which can be defined by R&D personnel based on the theoretical situation of the lateral acceleration signal to avoid the situation where the value of the lateral acceleration signal exceeds this range, ensuring that the subsequent central console can work smoothly. Specifically, the upper limit value of the first amplitude interval refers to the theoretical maximum value of the lateral acceleration signal, and the lower limit value of the first amplitude interval refers to the theoretical minimum value of the lateral acceleration signal. For example, if the value of the lateral acceleration signal is 6.3m / s 2 , the center console will not operate; if the lateral acceleration signal value is 11.8m / s 2 , the center console will be 9.83m / s 2 Determine the value of the lateral acceleration signal.

[0055] In this embodiment, the low-pass filtering algorithm may be a Kalman low-pass filtering algorithm, a Butterworth low-pass filtering algorithm, etc. In this embodiment, by performing a low-pass filtering operation on the lateral acceleration signal, high-frequency noise in the lateral acceleration signal can be reduced, thereby improving the data reliability of the determined lateral acceleration.

[0056] Step S2130: performing a differential operation on the lateral acceleration to determine the lateral impact degree.

[0057] As an implementation method, a differential algorithm may be pre-stored in the center console, and the center console may perform a differential operation on the lateral acceleration through the differential algorithm to determine the lateral impact degree. The present application does not limit the specific implementation of the differential algorithm.

[0058] Step S2140, performing amplitude limiting operation and low-pass filtering operation on the steering wheel angle signal to determine the steering wheel angle.

[0059] As an implementation method, an amplitude limiting algorithm and a low-pass filtering algorithm may be pre-stored in the center console. The center console may determine the steering wheel angle by performing amplitude limiting and low-pass filtering operations on the steering wheel angle signal through the above algorithms. The amplitude limiting algorithm means that if the value of the steering wheel angle signal is within the preset second amplitude interval, no operation is performed; if the value of the steering wheel angle signal is greater than the upper limit value of the second amplitude interval, the upper limit value of the second amplitude interval is determined as the value of the steering wheel angle signal; if the value of the steering wheel angle signal is less than the lower limit value of the second amplitude interval, the lower limit value of the second amplitude interval is determined as the value of the steering wheel angle signal.

[0060] Among them, the second amplitude interval can be the default value in the center console. Specifically, the second amplitude interval can be [-600, 600] degrees, which can be defined by R&D personnel based on the theoretical situation of the steering wheel angle signal to avoid the situation where the value of the steering wheel angle signal exceeds this range, and ensure that the subsequent center console can work smoothly. Specifically, the upper limit value of the second amplitude interval refers to the theoretical maximum value of the steering wheel angle signal, and the lower limit value of the second amplitude interval refers to the theoretical minimum value of the steering wheel angle signal. Exemplarily, if the value of the steering wheel angle signal is 320 degrees, the center console will not operate; if the value of the steering wheel angle signal is -640 degrees, the center console will determine -600 degrees as the value of the steering wheel angle signal.

[0061] In this embodiment, the low-pass filtering algorithm may be a Kalman low-pass filtering algorithm, a Butterworth low-pass filtering algorithm, etc. In this embodiment, by performing a low-pass filtering operation on the steering wheel angle signal, high-frequency noise in the steering wheel angle signal can be reduced, thereby improving the data reliability of the determined steering wheel angle.

[0062] Step S2150, performing a differential operation on the steering wheel angle to determine the steering wheel angle rate.

[0063] As an implementation method, a differential algorithm may be pre-stored in the center console, and the center console may perform a differential operation on the steering wheel angle through the differential algorithm to determine the steering wheel angle rate. The present application does not limit the specific implementation of the differential algorithm.

[0064] It should be noted here that step S2120 and step S2140 can be executed simultaneously or one after another in time sequence; step S2130 and step S2150 can be executed simultaneously or one after another in time sequence.

[0065] In some other possible embodiments, the center console may directly determine the value of the lateral acceleration signal as the lateral acceleration. The center console may also determine the lateral acceleration after performing an amplitude limiting operation or a low-pass filtering operation on the lateral acceleration signal. The present embodiment does not limit the specific method for determining the lateral acceleration. The center console may also directly determine the value of the steering wheel angle signal as the steering wheel angle. The center console may also determine the steering wheel angle after performing an amplitude limiting operation or a low-pass filtering operation on the steering wheel angle signal. The present embodiment does not limit the specific method for determining the steering wheel angle.

[0066] Step S230: determining the vehicle's curve driving state based on the detection information.

[0067] The curve driving state in this embodiment includes a steady state and a switching state. The steady state refers to the state in which the vehicle is driving on a curve, and the switching state refers to the state in which the vehicle switches between a straight road and a curve. For example, the switching state may be the state in which the vehicle switches from a straight road to a curve, or the state in which the vehicle switches from a curve to a straight road. It is not difficult to understand that when the vehicle switches between a straight road and a curve, the vehicle will turn at a certain speed, resulting in a certain roll of the vehicle body. In other words, a certain roll angle will be formed between the vehicle and the ground, which reduces the stability of the vehicle.

[0068] Specifically, a determination algorithm corresponding to the curve driving state may be pre-stored in the center console, and the algorithm takes the detection information as input and may output the corresponding curve driving state. The specific determination process of the curve driving state is described in the following embodiments. It is not difficult to understand here that since the detection information is obtained periodically, step S210 and step S230 will be executed in sequence to form a calculation cycle, and each calculation cycle determines the corresponding curve driving state of the vehicle.

[0069] Step S250: When the curve driving state is in the switching state, a damping curve adjustment request is sent to the active shock absorber.

[0070] In this embodiment, the damping curve adjustment request is used to adjust the damping value of the active shock absorber. When the curve driving state is in the switching state, the center console sends a damping curve adjustment request to the active shock absorber to adjust the damping value of the active shock absorber. Specifically, when the active shock absorber receives the damping curve adjustment request, it determines the adjustment damping curve corresponding to the damping curve adjustment request and updates the damping curve currently used by the active shock absorber (that is, the default damping curve) to achieve dynamic adjustment of the damping value.

[0071] In some possible embodiments, when the center console is in a steady state when driving on a curve, step S210 is executed again. In this case, the center console will not send a damping curve adjustment request, and the active shock absorber maintains a default damping curve.

[0072] The embodiment of the present application provides a vehicle control method, in which when the vehicle is in a switching state, the vehicle will request to adjust the damping value of the active shock absorber so that the vehicle can recover quickly from the roll state to ensure the comfort and stability of the vehicle during driving. Furthermore, since the vehicle can be integrated and controlled by software, the active shock absorber can be transiently controlled during the lane change process of the vehicle, so that the vehicle's curve roll control can be achieved. Specifically, the center console can determine whether the vehicle is in a switching state based on the detection information in a very short time through the built-in algorithm, and can send a damping curve adjustment request at the moment of determining that it is in the switching state. In other words, as soon as the vehicle enters the switching state, the active shock absorber can be transiently controlled, so that the vehicle can quickly recover from the roll trend. Therefore, this embodiment does not need to add additional hardware equipment, and the stability of the vehicle during lane change can be ensured by the active shock absorber, saving the hardware cost of the vehicle.

[0073] See also Figure 3 , which shows a vehicle control method provided by the second embodiment of the present application, which is applied to the vehicle 100 in the above embodiment. In this embodiment, a specific implementation method of the center console determining the vehicle's curve driving state is introduced. Specifically, the method may include the following steps.

[0074] Step S310, obtaining detection information.

[0075] Specifically, the implementation of step S310 may refer to the relevant introduction of step S210 in the above embodiment, which will not be repeated here.

[0076] Step S330, determining the vehicle's curve driving state based on the detection information.

[0077] In this embodiment, the switching state may include a bend entry state and a bend exit state. The bend entry state refers to the state in which the vehicle switches from a straight road to a bend, and the bend exit state refers to the state in which the vehicle switches from a bend to a straight road. In other words, the steady state can be understood as a transition state between the bend entry state and the bend exit state.

[0078] In some possible embodiments, the center console may determine the vehicle's curve driving state based on the product of the steering wheel angle and the steering wheel angle rate and the product of the lateral acceleration and the lateral impact degree, so that the determined curve driving state of the vehicle is more accurate. Specifically, step S330 may include step S3310 and step S3330.

[0079] Step S3310, determining a first product and a second product based on the detection information.

[0080] In this embodiment, the first product is the product of the steering wheel angle and the steering wheel angle rate, and the second product is the product of the lateral acceleration and the lateral impact degree.

[0081] Specifically, the center console performs a product operation on the steering wheel angle and the steering wheel angle rate to determine a first product; the center console performs a product operation on the lateral acceleration and the lateral impact degree to determine a second product.

[0082] Step S3330: Determine the vehicle's curve driving state based on the first product and the second product.

[0083] Since the first product comprehensively considers the steering wheel angle and the steering wheel angle rate, it can avoid the situation that the cornering driving state is misjudged when the value of the single parameter of the steering wheel angle or the steering wheel angle rate changes suddenly. Similarly, since the second product comprehensively considers the lateral acceleration and the lateral impact degree, it can avoid the situation that the cornering driving state is misjudged when the value of the single parameter of the lateral acceleration or the lateral impact degree changes suddenly. Therefore, this embodiment uses the first product and the second product as the basis for judging the cornering driving state, which can ensure the accuracy and reliability of the subsequently determined cornering driving state.

[0084] In some possible embodiments, in order to specifically determine the vehicle's curve driving state, step S3330 may include step S3331.

[0085] Step S3331, when the first product satisfies the first preset condition or the second product satisfies the second preset condition, determining that the vehicle's curve driving state is a curve-entering state.

[0086] In this embodiment, the first preset condition is that the first product is greater than the first threshold, the second preset condition is that the second product is greater than the second threshold, and both the first threshold and the second threshold are greater than 0. or In this case, it is determined that the vehicle's curve driving state is a curve entering state.

[0087] Where θ is the steering wheel angle, is the steering wheel angle rate, A1 is the first threshold, G y is the lateral acceleration, is the lateral impact degree, and B1 is the second threshold. Specifically, the first threshold and the second threshold may be the default values ​​in the center console, or may be determined and adjusted by the R&D personnel based on the actual driving data of the vehicle. In this embodiment, A1 may be greater than or equal to 8, for example, A1 may be 8, 10, 12, etc.; B1 may be greater than or equal to 2.5, for example, B1 may be 2.5, 3, 3.5, 4, etc.

[0088] In some possible embodiments, in order to specifically determine the curve driving state of the vehicle, step S3330 may include step S3332.

[0089] Step S3332: When the first product and the second product satisfy a third preset condition, determine that the vehicle's curve driving state is a curve exit state.

[0090] The third preset condition in this embodiment is that the first product is less than the third threshold value and the second product is less than the fourth threshold value, and the third threshold value and the fourth threshold value are both less than 0. and In this case, it is determined that the vehicle's curve driving state is a curve exit state.

[0091] Among them, A2 is the third threshold value, and B2 is the fourth threshold value. Specifically, the third threshold value and the fourth threshold value can be the default values ​​in the center console, or can be determined and adjusted by the R&D personnel based on the actual driving data of the vehicle. In this embodiment, A2 can be less than or equal to -0.5, for example, A2 can be -0.5, -1, -2, etc.; B2 can be less than or equal to -2.5, for example, B2 can be -2.5, -3, -3.5, -4, etc.

[0092] In some possible embodiments, in order to specifically determine the curve driving state of the vehicle, step S3330 may include step S3333.

[0093] Step S3333, when the first product does not satisfy the first preset condition, and the second product does not satisfy the second preset condition, and the first product and the second product do not satisfy the third preset condition, and the absolute value of the second product is greater than the fifth threshold, the curve driving state corresponding to the Nth calculation cycle is determined as the curve driving state of the vehicle in the N+1th calculation cycle.

[0094] Specifically, the first product does not satisfy the first preset condition means The second product does not satisfy the second preset condition. The first product and the second product do not satisfy the third preset condition. or The central console does not meet the first preset condition, the second preset condition and the third preset condition, and In the case of, the curve driving state corresponding to the Nth calculation cycle is determined as the curve driving state of the vehicle in the N+1th calculation cycle. In other words, the curve driving state of the vehicle maintains the result determined in the previous calculation cycle.

[0095] Among them, B3 is the fifth threshold value, and the fifth threshold value is less than the second threshold value. Specifically, the fifth threshold value may be a default value in the center console, or may be determined and adjusted by the R&D personnel based on the actual driving data of the vehicle. In this embodiment, B3 may be greater than or equal to 0.1, for example, B3 may be 0.1, 0.2, 0.3, and so on.

[0096] It is not difficult to understand here that when the first preset condition, the second preset condition and the third preset condition are not met, the central console will not directly determine the vehicle's cornering state as a steady state, but will determine whether the absolute value of the second product is greater than the fifth threshold value. Since the absolute value of the second product will gradually decrease, through the above judgment conditions, it can be ensured that the vehicle's cornering state can be maintained in the cornering state corresponding to the previous calculation cycle for a period of time, so as to ensure that the determined switching state (that is, the cornering state or the cornering state) can be maintained for a period of time, thereby improving the detection reliability of the cornering state.

[0097] In some possible embodiments, step S3330 may include steps S3334 to S3336.

[0098] Step S3334, obtaining the duration during which the first product and the second product meet the specified conditions.

[0099] In this embodiment, the specified condition indicates that the first product does not satisfy the first preset condition, the second product does not satisfy the second preset condition, the first product and the second product do not satisfy the third preset condition, and the absolute value of the second product is less than or equal to the fifth threshold. Specifically, the center console does not satisfy the first preset condition, the second preset condition, and the third preset condition, and In the case of, the corresponding duration will be obtained. For example, the central console detects that the first preset condition, the second preset condition and the third preset condition are not met and In the case of, the timer can be turned on to start timing, and the central console meets at least one of the first preset condition, the second preset condition and the third preset condition, or In this case, the timer is turned off to stop timing, and the timing duration is determined as the duration.

[0100] Step S3335: When the duration is greater than or equal to the preset duration, determine that the vehicle's curve driving state is a steady state.

[0101] Step S3336: When the duration is less than the preset duration, the curve driving state corresponding to the Nth calculation cycle is determined as the curve driving state of the vehicle in the N+1th calculation cycle.

[0102] In this embodiment, the preset time length may be a default value in the center console, or may be determined and adjusted by the R&D personnel based on the actual driving data of the vehicle. In this embodiment, the preset time length may be greater than or equal to 0.2s, for example, the preset time length may be 0.2s, 0.3s, and so on.

[0103] Since the center console will only determine the vehicle's cornering state as a steady state when the duration is greater than or equal to the preset duration, the switching state (that is, the cornering state or the cornering exit state) can be maintained for a period of time, thereby improving the detection reliability of the cornering state.

[0104] It should be noted that the above step S3330 determines whether the vehicle's cornering state is a steady state based on the first product and the second product. In some other possible embodiments, the center console may also determine whether the vehicle's cornering state is a steady state based on the lateral impact degree and the steering wheel angle rate to improve the detection reliability of the steady state. Specifically, step S330 may include step S3350 and step S3370.

[0105] Step S3350: When the absolute value of the lateral impact degree is less than the sixth threshold value and the absolute value of the steering wheel angle rate is less than the seventh threshold value, it is determined that the vehicle's cornering state is a steady state.

[0106] In this embodiment, the center console is and , it is determined that the vehicle's cornering driving state is a steady state. Among them, C1 is the sixth threshold value, and D1 is the seventh threshold value. Specifically, the sixth threshold value and the seventh threshold value can be the default values ​​in the center console, or they can be determined and adjusted by the R&D personnel based on the actual driving data of the vehicle. In this embodiment, C1 can be less than or equal to 4.5, for example, C1 can take values ​​of 3, 3.5, 4, 4.5, etc.; D1 can be less than or equal to 2, for example, D1 can take values ​​of 0.5, 1, 1.5, 2, etc.

[0107] It should be noted here that step S3350 and steps S3334 to S3336 can be executed simultaneously, or can be executed in sequence. When at least one of the conditions corresponding to step S3350 and step S3335 is met, the center console determines that the vehicle's cornering driving state is a steady state.

[0108] Step S3370, when the absolute value of the lateral impact degree is less than the sixth threshold, and the absolute value of the steering wheel angle rate is greater than or equal to the seventh threshold and less than the eighth threshold, the curve driving state corresponding to the Nth calculation cycle is determined as the curve driving state of the vehicle in the N+1th calculation cycle.

[0109] In this embodiment, the center console is and In the case of the vehicle being driven on a curve corresponding to the previous calculation cycle, the curve driving state corresponding to the previous calculation cycle is determined as the curve driving state of the vehicle. Wherein, D2 is the eighth threshold. Specifically, the eighth threshold may be a default value in the center console, or may be determined and adjusted by the R&D personnel based on the actual driving data of the vehicle. In this embodiment, D2 may be greater than or equal to 10. For example, D2 may be 10, 10.5, 11, and so on.

[0110] It is not difficult to understand here that and In this case, the center console cannot accurately determine whether the current vehicle's cornering state is a steady state. At this time, the center console will maintain the judgment result of the previous calculation cycle.

[0111] Step S350: When the curve driving state is in the switching state, a damping curve adjustment request is sent to the active shock absorber.

[0112] In this embodiment, step S350 may include step S3510 and step S3520.

[0113] Step S3510: When the curve driving state is a curve-entering state, a first damping curve adjustment request is sent to the active shock absorber.

[0114] In this embodiment, the first damping curve adjustment request is used to increase the damping value of the active shock absorber. When the curve driving state is the curve entry state, the center console sends the first damping curve adjustment request to the active shock absorber to increase the damping value of the active shock absorber. Specifically, when the active shock absorber receives the first damping curve adjustment request, it determines the first adjustment damping curve corresponding to the first damping curve adjustment request, and updates the damping curve currently used by the active shock absorber (that is, the default damping curve), so that the active shock absorber subsequently works based on the first adjustment damping curve.

[0115] It should be noted here that when the active shock absorber works based on the first adjustment damping curve, the damping value of the active shock absorber can be increased, the response speed of the vehicle body can be improved, and the transient roll stiffness of the vehicle can be increased to reduce the roll angle of the vehicle, thereby ensuring the stability of the vehicle when entering a corner.

[0116] Step S3520: When the curve driving state is a curve exit state, a second damping curve adjustment request is sent to the active shock absorber.

[0117] In this embodiment, the second damping curve adjustment request is used to reduce the damping value of the active shock absorber. When the curve driving state is the curve exit state, the center console sends the second damping curve adjustment request to the active shock absorber to reduce the damping value of the active shock absorber. Specifically, when the active shock absorber receives the second damping curve adjustment request, it determines the second adjustment damping curve corresponding to the second damping curve adjustment request, and updates the damping curve currently used by the active shock absorber (that is, the default damping curve), so that the active shock absorber subsequently works based on the second adjustment damping curve.

[0118] It should be noted here that when the active shock absorber works based on the second adjustment damping curve, the damping value of the active shock absorber can be reduced, the posture recovery speed of the vehicle body can be increased, and the stiffness of the suspension in the vehicle can be reduced to increase the understeer of the vehicle, thereby ensuring the stability of the vehicle when exiting a corner.

[0119] An embodiment of the present application provides a vehicle control method, in which the vehicle determines whether it is in a cornering state or a cornering state based on detection information, and uses different adjustment damping curves to adjust the damping value of the active shock absorber, so that the vehicle can quickly recover from the roll state to ensure the comfort and stability of the vehicle during driving.

[0120] See also Figure 4 , which shows a vehicle control method provided by the third embodiment of the present application, and the method is applied to the vehicle 100 in the above embodiment. Specifically, the method may include the following steps.

[0121] Step S410, obtaining detection information.

[0122] Specifically, the implementation of step S410 may refer to the relevant introduction of step S210 in the above embodiment, which will not be repeated here.

[0123] Step S430: determining the vehicle's curve driving state based on the detection information.

[0124] In this embodiment, the detection information also includes the vehicle speed. Specifically, step S430 may include steps S4310 to S4350.

[0125] Step S4310, based on the detection information, when the vehicle speed is greater than or equal to the vehicle speed threshold, determine the first product and the second product.

[0126] Step S4330: Determine the vehicle's curve driving state based on the first product and the second product.

[0127] In this embodiment, the speed threshold may be a default value in the center console, or may be determined and adjusted by the R&D personnel based on the actual driving data of the vehicle. In this embodiment, the speed threshold may be greater than or equal to 25 km / h, and the speed threshold may be 25 km / h, 30 km / h, 40 km / h, etc.

[0128] Based on the detection information, the center console determines the first product and the second product, and based on the first product and the second product, determines the vehicle's cornering state if the vehicle speed is greater than or equal to the vehicle speed threshold, indicating that the vehicle speed is relatively fast and a larger roll angle will occur when turning.

[0129] Specifically, the implementation of step S4330 can refer to the relevant introduction of step S3330 in the above embodiment, which will not be repeated here. In addition, in this embodiment, step S430 can also include step S4350.

[0130] Step S4350, based on the detection information, when the vehicle speed is less than the vehicle speed threshold, it is determined that the vehicle's curve driving state is a steady state.

[0131] In this embodiment, the center console determines the vehicle's curve driving state as a steady state directly based on the detection information. In other words, the center console will not determine whether the curve driving state is a switching state based on the detection information, nor will it send a damping curve adjustment request, which can save the center console's computing resources.

[0132] Step S450: When the curve driving state is in the switching state, a damping curve adjustment request is sent to the active shock absorber.

[0133] In this embodiment, step S450 may include step S4510.

[0134] Step S4510: When the curve driving state is a switching state and the absolute value of the lateral acceleration is greater than a ninth threshold, a damping curve adjustment request is sent to the active shock absorber.

[0135] In this embodiment, the center console is in the switching state when driving on a curve and |G y |>E1, a damping curve adjustment request is sent to the active shock absorber. Wherein, E1 is the ninth threshold. Specifically, the ninth threshold may be a default value in the center console, or may be determined and adjusted by R&D personnel based on actual driving data of the vehicle. In this embodiment, E1 may be greater than or equal to 0.3, for example, E1 may be 0.3, 0.5, 0.8, and so on.

[0136] It is not difficult to understand here that when the absolute value of the lateral acceleration is greater than the ninth threshold, it means that the rate of change of the lateral speed is large, and a large roll angle will appear when turning. In this case, the center console will send a damping curve adjustment request to the active shock absorber.

[0137] Specifically, step S4510 may include step S4511 and step S4512.

[0138] Step S4511: When the curve driving state is a curve-entering state and the absolute value of the lateral acceleration is greater than a ninth threshold, a first damping curve adjustment request is sent to the active shock absorber.

[0139] Step S4512: When the curve driving state is a curve exit state and the absolute value of the lateral acceleration is greater than a ninth threshold, a second damping curve adjustment request is sent to the active shock absorber.

[0140] In some possible embodiments, when the center console is in a switching state when driving on a curve and the absolute value of the lateral acceleration is less than or equal to a ninth threshold value, step S410 is executed again. In this case, the center console will not send a damping curve adjustment request, and the active shock absorber will maintain the default damping curve, thereby saving computing resources of the center console.

[0141] In some possible embodiments, after step S450, step S470 and step S490 are further included.

[0142] Step S470: Obtain the request duration of the damping curve adjustment request.

[0143] In this embodiment, the central console may determine the request duration of the damping curve adjustment request based on the difference between the current time and the initial sending time of the damping curve adjustment request. Exemplarily, the damping curve adjustment request may be an electrical signal, and the request duration may be the continuous time that the electrical signal is maintained at a high level.

[0144] Step S490: When the duration of the request is greater than or equal to the specified duration, stop sending the damping curve adjustment request.

[0145] In this embodiment, the specified duration can be a default value in the center console, or it can be determined and adjusted by the R&D personnel based on the actual driving data of the vehicle. In this embodiment, the specified duration can be greater than or equal to 0.3s, for example, the specified duration can be 0.3s, 0.5s, etc. When the duration of the request is greater than or equal to the specified duration, the center console stops sending the damping curve adjustment request, that is, the damping curve adjustment request will be delayed for a certain period of time before exiting, which can avoid the situation where the request time is too short and the active shock absorber cannot successfully receive the request, so as to ensure that the subsequent active shock absorber can smoothly adjust the damping value.

[0146] An embodiment of the present application provides a vehicle control method. When the vehicle is in a switching state, it will request to adjust the damping value of the active shock absorber so that the vehicle can quickly recover from the roll state to ensure the comfort and stability of the vehicle during driving.

[0147] See also Figure 5 , which shows a vehicle control device 500 provided in an embodiment of the present application, and the device 500 may include an acquisition module 510, a determination module 520 and a request sending module 530. Among them, the acquisition module 510 is used to obtain detection information; the detection information includes steering wheel angle, steering wheel angle rate, lateral acceleration and lateral impact degree, and the lateral impact degree represents the rate of change of lateral acceleration. The determination module 520 is used to determine the vehicle's cornering state based on the detection information; the cornering state includes a steady state and a switching state, the steady state refers to the state of the vehicle driving on a curve, and the switching state refers to the state of the vehicle switching between a straight road and a curve. The request sending module 530 is used to send a damping curve adjustment request to the active shock absorber when the cornering state is a switching state, and the damping curve adjustment request is used to adjust the damping value of the active shock absorber.

[0148] In some possible embodiments, the determination module 520 is specifically used to determine a first product and a second product based on the detection information; the first product is the product of the steering wheel angle and the steering wheel angle rate, and the second product is the product of the lateral acceleration and the lateral impact degree; based on the first product and the second product, the vehicle's cornering state is determined.

[0149] In some possible embodiments, the switching state includes a turning state, and the turning state refers to the state in which the vehicle switches from a straight road to a curve. The determination module 520 is specifically used to determine that the vehicle's driving state on a curve is a turning state when the first product satisfies a first preset condition or the second product satisfies a second preset condition; the first preset condition is that the first product is greater than a first threshold, and the second preset condition is that the second product is greater than a second threshold, and both the first threshold and the second threshold are greater than 0. The request sending module 530 is specifically used to send a first damping curve adjustment request to the active shock absorber when the driving state on the curve is a turning state, and the first damping curve adjustment request is used to increase the damping value of the active shock absorber.

[0150] In some possible embodiments, the switching state includes a bend exit state, which refers to a state in which the vehicle switches from a bend to a straight road. The determination module 520 is specifically used to determine that the vehicle's bend driving state is a bend exit state when the first product and the second product meet a third preset condition; the third preset condition is that the first product is less than a third threshold value and the second product is less than a fourth threshold value, and both the third threshold value and the fourth threshold value are less than 0. The request sending module 530 is specifically used to send a second damping curve adjustment request to the active shock absorber when the bend driving state is a bend exit state, and the second damping curve adjustment request is used to reduce the damping value of the active shock absorber.

[0151] In some possible embodiments, the device 500 includes a plurality of calculation cycles, and each calculation cycle determines the corresponding vehicle's curve driving state. The determination module 520 is specifically configured to determine the curve driving state corresponding to the Nth calculation cycle as the vehicle's curve driving state in the N+1th calculation cycle when the first product does not satisfy the first preset condition, the second product does not satisfy the second preset condition, the first product and the second product do not satisfy the third preset condition, and the absolute value of the second product is greater than the fifth threshold value; the fifth threshold value is less than the second threshold value.

[0152] In some possible embodiments, the device 500 includes a plurality of calculation cycles, and each calculation cycle determines the corresponding vehicle's curve driving state. The determination module 520 is specifically used to obtain the duration of the first product and the second product satisfying the specified condition; wherein the specified condition indicates that the first product does not satisfy the first preset condition, and the second product does not satisfy the second preset condition, and the first product and the second product do not satisfy the third preset condition, and the absolute value of the second product is less than or equal to the fifth threshold value, and the fifth threshold value is less than the second threshold value; when the duration is greater than or equal to the preset duration, the vehicle's curve driving state is determined to be a steady state; when the duration is less than the preset duration, the curve driving state corresponding to the Nth calculation cycle is determined as the vehicle's curve driving state in the N+1th calculation cycle.

[0153] In some possible embodiments, the detection information further includes vehicle speed, and the determination module 520 is specifically configured to determine the first product and the second product based on the detection information when the vehicle speed is greater than or equal to the vehicle speed threshold. The determination module 520 is specifically configured to determine that the vehicle's curve driving state is a steady state based on the detection information when the vehicle speed is less than the vehicle speed threshold.

[0154] In some possible embodiments, the device 500 includes a plurality of calculation cycles, and each calculation cycle determines the corresponding vehicle's curve driving state. The determination module 520 is specifically used to determine that the vehicle's curve driving state is a steady state when the absolute value of the lateral impact degree is less than the sixth threshold value and the absolute value of the steering wheel angle rate is less than the seventh threshold value; and when the absolute value of the lateral impact degree is less than the sixth threshold value and the absolute value of the steering wheel angle rate is greater than or equal to the seventh threshold value and less than the eighth threshold value, determine the curve driving state corresponding to the Nth calculation cycle as the vehicle's curve driving state in the N+1th calculation cycle.

[0155] In some possible embodiments, the request sending module 530 is specifically configured to send a damping curve adjustment request to the active shock absorber when the curve driving state is a switching state and the absolute value of the lateral acceleration is greater than a ninth threshold value.

[0156] In some possible embodiments, the device 500 further includes a duration acquisition module (not shown in the figure) and a request stop sending module (not shown in the figure). The duration acquisition module is used to acquire the request duration of the damping curve adjustment request. The request stop sending module is used to stop sending the damping curve adjustment request when the request duration is greater than or equal to a specified duration.

[0157] In some possible embodiments, the acquisition module 510 is specifically used to acquire a lateral acceleration signal and a steering wheel angle signal; perform amplitude limiting and low-pass filtering operations on the lateral acceleration signal to determine the lateral acceleration; perform differential operations on the lateral acceleration to determine the degree of lateral impact; perform amplitude limiting and low-pass filtering operations on the steering wheel angle signal to determine the steering wheel angle; perform differential operations on the steering wheel angle to determine the steering wheel angle rate.

[0158] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described devices and modules can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here.

[0159] In several embodiments provided in the present application, the coupling between modules may be electrical, mechanical or other forms of coupling.

[0160] In addition, each functional module in each embodiment of the present application can be integrated into a control module, or each module can exist physically separately, or two or more modules can be integrated into one module. The above integrated modules can be implemented in the form of hardware or software functional modules.

[0161] The embodiment of the present application provides a vehicle control device, which, when the vehicle is in a switching state, will request to adjust the damping value of the active shock absorber so that the vehicle can quickly recover from the roll state to ensure the comfort and stability of the vehicle during driving. Furthermore, since the vehicle can be integrated and controlled by software, the active shock absorber can be transiently controlled during the lane change process of the vehicle to achieve the vehicle's curve roll control. Therefore, this embodiment does not need to add additional hardware equipment, and the stability of the vehicle during lane change can be ensured by the active shock absorber, saving the hardware cost of the vehicle.

[0162] See also Figure 6 , which shows a vehicle 600 provided in an embodiment of the present application, the vehicle 600 may include an active shock absorber 610, one or more processors 620, a memory 630, and one or more applications. Among them, the one or more applications are stored in the memory 630 and are configured to be executed by the one or more processors 620, and the one or more applications are configured to execute the method described in the above embodiment.

[0163] The processor 620 may include one or more processing cores. The processor 620 uses various interfaces and lines to connect various parts within the entire battery management system, and executes various functions and processes data of the battery management system by running or executing instructions, programs, code sets or instruction sets stored in the memory 630, and calling data stored in the memory 630. Optionally, the processor 620 can be implemented in at least one hardware form of digital signal processing (DSP), field programmable gate array (FPGA), and programmable logic array (PLA). The processor 620 can integrate one or more combinations of a central processing unit 620 (CPU), a graphics processing unit 620 (GPU), and a modem. Among them, the CPU mainly processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing display content; and the modem is used to process wireless communications. It can be understood that the above-mentioned modem may not be integrated into the processor 620, but may be implemented separately through a communication chip.

[0164] The memory 630 may include a random access memory 630 (Random Access Memory, RAM), and may also include a read-only memory 630 (Read-Only Memory, ROM). The memory 630 may be used to store instructions, programs, codes, code sets, or instruction sets. The memory 630 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (e.g., a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above-mentioned various method embodiments, etc. The data storage area may also store data created by the electronic device during use (e.g., a phone book, audio and video data, chat record data), etc.

[0165] An embodiment of the present application further provides a computer-readable storage medium, in which computer program instructions are stored. The computer program instructions can be called by a processor to execute the method described in the above embodiment.

[0166] The computer-readable storage medium may be, for example, a flash memory, an electrically erasable programmable read-only memory (EEPROM), an electrically programmable read-only memory (EPROM), a hard disk, or a read-only memory (ROM). Optionally, the computer-readable storage medium includes a non-transitory computer-readable storage medium. The computer-readable storage medium has storage space for computer program instructions for executing any method step in the above method. These computer program instructions can be read from one or more computer program products or can be written into one or more computer program products.

[0167] The above are only preferred embodiments of the present application, and are not intended to limit the present application in any form. Although the present application has been disclosed as above with preferred embodiments, it is not intended to limit the present application. Any technical personnel in the field can make some changes or modify the technical contents disclosed above into equivalent embodiments without departing from the scope of the technical solution of the present application. However, any brief 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 vehicle includes an active shock absorber, and the method includes: Step S210, acquiring detection information; the detection information includes a steering wheel angle, a steering wheel angle rate, a lateral acceleration and a lateral impact degree, wherein the lateral impact degree represents a rate of change of the lateral acceleration; Step S230, determining the curve driving state of the vehicle based on the detection information; the curve driving state includes a steady state and a switching state, the steady state refers to the state of the vehicle driving on the curve, and the switching state refers to the state of the vehicle switching between a straight road and a curve; Step S250: When the curve driving state is the switching state, a damping curve adjustment request is sent to the active shock absorber; the damping curve adjustment request is used to adjust the damping value of the active shock absorber.

2. The method according to claim 1, characterized in that The determining the curve driving state of the vehicle based on the detection information includes: Based on the detection information, determining a first product and a second product; the first product is the product of the steering wheel angle and the steering wheel angle rate, and the second product is the product of the lateral acceleration and the lateral impact degree; Based on the first product and the second product, a curve driving state of the vehicle is determined.

3. The method according to claim 2, characterized in that The switching state includes a curve-entering state, and the curve-entering state refers to a state in which the vehicle switches from a straight road to a curve; and determining the curve driving state of the vehicle based on the first product and the second product includes: When the first product satisfies a first preset condition or the second product satisfies a second preset condition, determining that the vehicle's curve driving state is a curve entry state; the first preset condition is that the first product is greater than a first threshold, the second preset condition is that the second product is greater than a second threshold, and both the first threshold and the second threshold are greater than 0; When the curve driving state is the switching state, sending a damping curve adjustment request to the active shock absorber includes: When the curve driving state is the curve entry state, a first damping curve adjustment request is sent to the active shock absorber; the first damping curve adjustment request is used to increase the damping value of the active shock absorber.

4. The method according to claim 3, characterized in that The switching state includes a curve exit state, and the curve exit state refers to a state in which the vehicle switches from a curve to a straight road; and determining the curve driving state of the vehicle based on the first product and the second product further includes: When the first product and the second product meet a third preset condition, determining that the vehicle is in a curve exit state; the third preset condition is that the first product is less than a third threshold value and the second product is less than a fourth threshold value, and both the third threshold value and the fourth threshold value are less than 0; When the curve driving state is the switching state, sending a damping curve adjustment request to the active shock absorber includes: When the curve driving state is the curve exit state, a second damping curve adjustment request is sent to the active shock absorber; the second damping curve adjustment request is used to reduce the damping value of the active shock absorber.

5. The method according to claim 4, characterized in that The method includes a plurality of calculation cycles, wherein the step S210 and the step S230 are sequentially executed to form one calculation cycle, and each calculation cycle determines the corresponding vehicle's curve driving state; in the N+1th calculation cycle, the curve driving state of the vehicle is determined based on the first product and the second product, and further includes: When the first product does not satisfy the first preset condition, and the second product does not satisfy the second preset condition, and the first product and the second product do not satisfy the third preset condition, and the absolute value of the second product is greater than the fifth threshold, the curve driving state corresponding to the Nth calculation cycle is determined as the curve driving state of the vehicle in the N+1th calculation cycle; the fifth threshold is less than the second threshold.

6. The method according to claim 4, characterized in that The method includes a plurality of calculation cycles, wherein the step S210 and the step S230 are sequentially executed to form one calculation cycle, and each calculation cycle determines the corresponding vehicle's curve driving state; in the N+1th calculation cycle, the curve driving state of the vehicle is determined based on the first product and the second product, and further includes: Obtaining a duration during which the first product and the second product meet a specified condition; wherein the specified condition indicates that the first product does not meet the first preset condition, and the second product does not meet the second preset condition, and the first product and the second product do not meet the third preset condition, and the absolute value of the second product is less than or equal to a fifth threshold, and the fifth threshold is less than the second threshold; When the duration is greater than or equal to a preset duration, determining that the vehicle's curve driving state is the steady state; When the duration is less than the preset duration, the curve driving state corresponding to the Nth calculation cycle is determined as the curve driving state of the vehicle in the N+1th calculation cycle.

7. The method according to claim 2, characterized in that The detection information further includes a vehicle speed, and determining the first product and the second product based on the detection information includes: determining the first product and the second product based on the detection information when the vehicle speed is greater than or equal to a vehicle speed threshold; The method further comprises: Based on the detection information, when the vehicle speed is less than the vehicle speed threshold, it is determined that the curve driving state of the vehicle is a steady state.

8. The method according to claim 1, characterized in that The method includes a plurality of calculation cycles, wherein the step S210 and the step S230 are sequentially executed to form one calculation cycle, and each calculation cycle determines the corresponding vehicle's curve driving state; in the N+1th calculation cycle, the curve driving state of the vehicle is determined based on the detection information, and further includes: When the absolute value of the lateral impact degree is less than a sixth threshold value, and the absolute value of the steering wheel angle rate is less than a seventh threshold value, determining that the curve driving state of the vehicle is a steady state; When the absolute value of the lateral impact degree is less than the sixth threshold value, and the absolute value of the steering wheel angle rate is greater than or equal to the seventh threshold value and less than the eighth threshold value, the curve driving state corresponding to the Nth calculation cycle is determined as the curve driving state of the vehicle in the N+1th calculation cycle.

9. The method according to any one of claims 1 to 8, characterized in that When the curve driving state is the switching state, sending a damping curve adjustment request to the active shock absorber includes: When the curve driving state is the switching state and the absolute value of the lateral acceleration is greater than a ninth threshold, a damping curve adjustment request is sent to the active shock absorber.

10. The method according to any one of claims 1 to 8, characterized in that In the case where the curve driving state is the switching state, after sending a damping curve adjustment request to the active shock absorber, the method further includes: Obtaining a duration of the damping curve adjustment request; When the duration of the request is greater than or equal to the specified duration, stop sending the damping curve adjustment request.

11. The method according to any one of claims 1 to 8, characterized in that The acquisition of detection information includes: Acquire lateral acceleration signal and steering wheel angle signal; Performing amplitude limiting and low-pass filtering operations on the lateral acceleration signal to determine the lateral acceleration; performing a differential operation on the lateral acceleration to determine the lateral impact degree; Performing amplitude limiting operation and low-pass filtering operation on the steering wheel angle signal to determine the steering wheel angle; A differential operation is performed on the steering wheel angle to determine the steering wheel angle rate.

12. A vehicle control device, characterized in that: The vehicle includes an active shock absorber, and the device includes: An acquisition module, used to acquire detection information; the detection information includes a steering wheel angle, a steering wheel angle rate, a lateral acceleration and a lateral impact degree, wherein the lateral impact degree represents a rate of change of the lateral acceleration; a determination module, configured to determine a curve driving state of the vehicle based on the detection information; the curve driving state includes a steady state and a switching state, wherein the steady state refers to a state in which the vehicle is driving on a curve, and the switching state refers to a state in which the vehicle is switching between a straight road and a curve; The request sending module is used to send a damping curve adjustment request to the active shock absorber when the curve driving state is the switching state, and the damping curve adjustment request is used to adjust the damping value of the active shock absorber.

13. A vehicle, characterized in that: include: Active shock absorbers; one or more processors; Memory; as well as One or more applications, wherein one or more of the applications are stored in the memory and configured to be executed by one or more of the processors, and configured to execute the method according to any one of claims 1 to 11.

14. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer program instructions, and the computer program instructions can be called by a processor to execute the method according to any one of claims 1 to 11.

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