Vehicle control method and device and vehicle

Abstract

The invention provides a vehicle control method and device and a vehicle. The method comprises the steps that the driving mode of the vehicle, the predicted vehicle speed of the vehicle passing through a front road and the predicted road curvature are obtained; determining a first suspension height of a vehicle suspension according to the driving mode and the predicted vehicle speed; correcting the first suspension height according to the predicted road curvature to obtain a second suspension height; and adjusting the actual suspension height of the vehicle suspension according to the second suspension height. According to the method, the height of the suspension is controlled by fusing the driving mode, the predicted vehicle speed and the road curvature, the height of the vehicle suspension is adjusted in advance, the time for calculating the height adjustment amount of the suspension by obtaining data obtained in real time is saved, the response time of height adjustment of the suspension is shorter, the situation that height adjustment of the suspension is delayed is avoided, and the adjustment accuracy of the suspension is improved. And the control stability of the vehicle on the front road can be improved.

Description

Technical Field

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

[0002] With the popularization and development of vehicles, more and more vehicles are equipped with suspensions, which are used to transmit the force and torque between the wheels and the frame, buffer the impact force transmitted to the frame or body by uneven roads, and reduce the vibration caused by them, so as to ensure that the car can run smoothly. However, the suspension of traditional vehicles is fixed and cannot meet the handling stability of vehicles on different roads. Therefore, how to improve the handling stability of vehicles has become an urgent problem to be solved. Summary of the invention

[0003] The present application provides a vehicle control method, device and vehicle. The present application controls the height of the suspension by integrating the driving mode, predicted vehicle speed and road curvature, thereby realizing advance adjustment of the vehicle suspension height, eliminating the time for obtaining real-time data to calculate the suspension height adjustment amount, making the response time of the suspension height adjustment faster, avoiding the situation of suspension height adjustment delay, and being beneficial to improving the vehicle's handling stability on different road surfaces.

[0004] In a first aspect, a vehicle control method is provided, the method comprising: obtaining a driving mode of a vehicle, a predicted vehicle speed of the vehicle passing through a road ahead, and a predicted road curvature; determining a first suspension height of a vehicle suspension according to the driving mode and the predicted vehicle speed; correcting the first suspension height according to the predicted road curvature to obtain a second suspension height; and adjusting an actual suspension height of the vehicle suspension according to the second suspension height.

[0005] In this embodiment, the driving mode of the vehicle, the predicted speed of the vehicle passing the road ahead, and the predicted road curvature are obtained; a first suspension height of the vehicle suspension is determined according to the driving mode and the predicted speed; the first suspension height is corrected according to the predicted road curvature to obtain a second suspension height; and the actual suspension height of the vehicle suspension is adjusted according to the second suspension height. The suspension height is determined by the driving mode, and the suspension height can be determined considering the driver's preference. When the driving mode selected by the driver focuses on comfort, the suspension height is increased; when the driving mode selected by the driver focuses on controllability, the suspension height is reduced, so as to achieve a suspension height adjustment based on the driver's preference. Dynamically adjust the suspension height; based on the transmission relationship between speed and lateral acceleration, the greater the vehicle speed, the greater the lateral acceleration of the vehicle. When the vehicle speed is high, the suspension height can be reduced to reduce the risk of vehicle rollover. When the vehicle speed is low, the lateral acceleration of the vehicle is smaller. The smaller lateral acceleration has a smaller impact on vehicle rollover, so the suspension height can be increased to improve the vehicle's passability. In view of the fact that the driving mode is selected by the driver, the driving mode can reflect the driver's personal preferences. According to the selected driving mode, the driver's specific needs for suspension height are identified, and the suspension height is adjusted to the suspension height under the selected driving mode. , realizing personalized suspension height setting and ensuring that the vehicle suspension height is consistent with the driver's expected height; by integrating the driving mode and vehicle speed to comprehensively determine the first suspension height, it not only realizes active adjustment of the suspension height based on the driver's personalized preferences, but also dynamically adjusts the suspension height according to the vehicle speed, reducing the potential risks that may be caused by relying solely on the driving mode, while ensuring the best driving experience, but also improving driving safety; after determining the first suspension height through the driving mode and vehicle speed, considering the safety and stability of the vehicle when cornering, the first suspension height is corrected based on the predicted road curvature of the road ahead, and the height is adjusted according to the predicted road curvature of the road ahead. When the road is a curve with large curvature, reducing the suspension height based on the curvature of the curve is beneficial to reducing the center of gravity shift of the vehicle and improving the stability of the vehicle; when the road ahead is a curve with small curvature or a straight road, increasing the suspension height is beneficial to improving the vehicle's passability on the road ahead; by integrating the driving mode, predicted vehicle speed and road curvature to control the suspension height, the vehicle suspension height is adjusted in advance, eliminating the time for obtaining real-time data to calculate the suspension height adjustment amount, making the suspension height adjustment response time faster, avoiding the situation of suspension height adjustment delay, and helping to improve the vehicle's handling stability on the road ahead.

[0006] In combination with the first aspect, in some possible implementations, the first suspension height is corrected according to the predicted road curvature to obtain the second suspension height, including: obtaining the target height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed from a mapping relationship among road curvature, vehicle speed and suspension height adjustment value; determining the sum of the first suspension height and the target height adjustment value to obtain the second suspension height.

[0007] By predicting the road curvature and the vehicle speed, the target height adjustment value can be determined from the mapping relationship among the road curvature, the vehicle speed and the suspension height adjustment value. This can shorten the time for obtaining the target height adjustment value, help complete the adjustment of the suspension height in a short time, and ensure the stability of the vehicle when passing the road ahead.

[0008] In combination with the first aspect and the above implementation manner, in some possible implementation manners, obtaining the target height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed from a mapping relationship among the road curvature, the vehicle speed, and the suspension height adjustment value includes:

[0009] When the predicted road curvature is greater than or equal to the curvature threshold, the suspension height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed is obtained from the mapping relationship among the road curvature, the vehicle speed and the suspension height adjustment value to obtain the target height adjustment value.

[0010] By determining the suspension height adjustment value corresponding to the predicted curvature and the predicted vehicle speed when the predicted road curvature is greater than or equal to the curvature threshold, the first suspension height is corrected to reduce the centrifugal force and the center of gravity of the vehicle, thereby reducing the possibility of vehicle rollover.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, adjusting the actual suspension height of the vehicle suspension according to the second suspension height includes: if the height difference between the second suspension height and the actual suspension height is greater than or equal to a preset difference, adjusting the actual suspension height to the second suspension height.

[0012] By adjusting the actual suspension height to the second suspension height when the height difference between the second suspension height and the actual suspension height is greater than or equal to the preset difference, the burden of the suspension height adjustment mechanism can be reduced, unnecessary adjustments can be avoided, and the wear of the suspension can be reduced.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, adjusting the actual suspension height of the vehicle suspension according to the second suspension height includes: when the predicted road curvature is less than a curvature threshold, obtaining the road type of the road ahead; when the road type is a preset road type, correcting the predicted vehicle speed according to the actual vehicle speed to obtain a corrected predicted vehicle speed; from the mapping relationship between the driving mode, the vehicle speed and the suspension height, obtaining a third suspension height corresponding to the driving mode and the corrected predicted vehicle speed; updating the second suspension height to the third suspension height; and adjusting the actual suspension height to the updated second suspension height based on a preset gradient.

[0014] Correcting the predicted speed by the actual vehicle speed can help avoid inaccurate suspension height determination when there is an error in the predicted speed, thereby improving the vehicle's handling stability on the road ahead.

[0015] In combination with the first aspect and the above implementations, in some possible implementations,

[0016] After obtaining the road type of the road ahead, the method further includes: updating the second suspension height to the first suspension height when the road type is not a preset road type; and adjusting the actual suspension height to the updated second suspension height based on a preset gradient.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, adjusting the actual suspension height of the vehicle suspension according to the second suspension height includes: judging whether the road ahead is congested; if not, adjusting the actual suspension height to the second suspension height based on a preset gradient; if congested, obtaining a fourth suspension height corresponding to the driving mode and the actual vehicle speed from a mapping relationship among driving mode, vehicle speed and suspension height; updating the second suspension height to the fourth suspension height; and adjusting the actual suspension height to the updated second suspension height based on a preset gradient.

[0018] By judging whether the road ahead is congested, if there is no congestion, the actual suspension height is adjusted to the second suspension height based on a preset gradient; if there is congestion, the fourth suspension height corresponding to the driving mode and the actual speed of the vehicle is obtained from the second mapping relationship, and the actual suspension height is adjusted to the fourth suspension height; this can avoid the situation where the vehicle is adjusted from the actual suspension height to the second suspension height, due to congestion on the road ahead, resulting in a mismatch between the actual speed of the vehicle at the second suspension height and the driving mode, and then adjusting the vehicle from the second suspension height to the fourth suspension height, thereby avoiding frequent switching of the suspension height between the second suspension height and the fourth suspension height, thereby improving handling stability and user riding comfort.

[0019] In combination with the first aspect and the above implementations, in some possible implementations, the predicted vehicle speed includes a first vehicle speed and a second vehicle speed, the first vehicle speed being a predicted vehicle speed of the vehicle passing a starting position of the road ahead, the second vehicle speed including a predicted vehicle speed of the vehicle traveling from the starting position to an end position of the road ahead, the starting position being a preset distance away from the end position;

[0020] The determining whether the road ahead is congested includes: respectively correcting the first vehicle speed and the second vehicle speed according to the actual vehicle speed of the vehicle to obtain a first corrected vehicle speed and a second corrected vehicle speed; if the first corrected vehicle speed is greater than or equal to a first vehicle speed threshold and the second corrected vehicle speed is greater than or equal to a second vehicle speed threshold, determining that the road ahead is not congested; wherein the second vehicle speed threshold is greater than the first vehicle speed threshold; if the first corrected vehicle speed is less than the first vehicle speed threshold and the second corrected vehicle speed is less than the second speed threshold, determining that the road ahead is congested.

[0021] By respectively correcting the first vehicle speed and the second vehicle speed according to the actual vehicle speed of the vehicle, the deviation of the predicted vehicle speed can be eliminated, and the accuracy of determining the congestion situation of the road ahead can be improved, thereby ensuring the accuracy of the suspension height adjustment.

[0022] In a second aspect, a vehicle control device is provided, the device comprising:

[0023] An acquisition module, used to acquire a driving mode of a vehicle, a predicted speed of the vehicle passing through a road ahead, and a predicted road curvature;

[0024] a determination module, configured to determine a first suspension height of a vehicle suspension according to the driving mode and the predicted vehicle speed;

[0025] a correction module, configured to correct the first suspension height according to the predicted road curvature to obtain a second suspension height;

[0026] An adjustment module is used to adjust the actual suspension height of the vehicle suspension according to the second suspension height.

[0027] A third aspect provides a vehicle, comprising:

[0028] A memory for storing executable program codes;

[0029] A processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0030] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0031] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 A schematic diagram of a vehicle control method provided in an embodiment of the present application is shown;

[0033] Figure 2 A schematic diagram of a scenario for obtaining a predicted vehicle speed provided by an embodiment of the present application is shown;

[0034] Figure 3 A schematic structural diagram of a vehicle control device provided in an embodiment of the present application is shown;

[0035] Figure 4 A schematic structural diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0036] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0037] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0038] With the popularization and development of vehicles, more and more vehicles are equipped with suspensions, which are used to transmit the force and torque between the wheels and the frame, buffer the impact force transmitted to the frame or body by uneven roads, and reduce the vibration caused by them, so as to ensure that the car can run smoothly. However, the suspension of traditional vehicles is fixed and cannot meet the control stability of vehicles on different roads.

[0039] Based on the above problems, the present application provides a vehicle control method, device, and vehicle. The present application combines the current position information of the vehicle and the navigation information of the vehicle navigation system to determine the road ahead that the vehicle is about to pass, and determines the target suspension height based on the predicted speed of the vehicle passing through the road ahead and the driving mode of the vehicle, that is, the suspension height is determined based on the driver's preference. When the driving mode selected by the driver focuses on comfort, the suspension height can be increased, and when the driving mode selected by the driver focuses on maneuverability, the suspension height can be reduced, thereby realizing dynamic adjustment of the suspension height based on the driver's preference; based on speed and lateral acceleration The transmission relationship between the suspension height is determined by the transmission relationship between the vehicle speed and the vehicle body. The greater the vehicle speed, the greater the lateral acceleration of the vehicle, and the greater the body roll caused by the centrifugal force. When the vehicle speed is high, the risk of vehicle rollover can be reduced by reducing the suspension height. When the vehicle speed is low, the lateral acceleration of the vehicle is small, and the effect of small lateral acceleration on vehicle rollover is relatively small. Therefore, the suspension height can be increased to improve the vehicle's passability. In view of the fact that the driving mode is selected by the driver, the driving mode can reflect the driver's personal preference. The specific needs of the driver for the suspension height can be identified according to the selected driving mode, and the suspension height can be adjusted to the suspension height under the selected driving mode. The system realizes personalized suspension height setting, ensuring that the vehicle suspension height is consistent with the driver's expected height; by integrating the driving mode and vehicle speed to comprehensively determine the first suspension height, it not only realizes active adjustment of the suspension height based on the driver's personalized preferences, but also dynamically adjusts the suspension height according to the vehicle speed, reducing the potential risks that may be caused by relying solely on the driving mode, while ensuring the best driving experience, but also improving driving safety; after determining the first suspension height through the driving mode and vehicle speed, the safety and stability of the vehicle when cornering are taken into consideration, and the target suspension height is corrected based on the road curvature of the road ahead. When passing through a curve with large curvature, reducing the suspension height based on the curvature of the curve helps to reduce the vehicle's center of gravity shift and improve the vehicle's stability; when the road ahead is a curve with small curvature or a straight road, increasing the suspension height helps to improve the vehicle's passability on the road ahead; by controlling the suspension height through a fusion of driving mode, predicted vehicle speed and road curvature, the vehicle's suspension height can be adjusted in advance, eliminating the time for obtaining real-time data to calculate the suspension height adjustment amount, making the suspension height adjustment response time faster, avoiding the situation of suspension height adjustment delay, and helping to improve the vehicle's handling stability on the road ahead.

[0040] Next, the vehicle control method provided by the embodiment of the present application is introduced. The vehicle control method provided by the embodiment of the present application is applied to a vehicle, such as Figure 1 As shown, Figure 1 A flow chart of a vehicle control method provided in an embodiment of the present application is shown. The vehicle control method provided in the present application comprises the following steps:

[0041] S101, obtaining a driving mode of the vehicle, a predicted speed of the vehicle passing through a road ahead, and a predicted road curvature;

[0042] In an exemplary embodiment, the vehicle may include multiple driving modes, such as normal mode, sports mode, energy-saving mode and personalized mode, wherein when the vehicle is in normal mode, the suspension is moderately soft and hard, which can ensure the comfort of daily driving and provide sufficient support; when the vehicle is in sports mode, the suspension is relatively hard, with good support and handling stability; when the vehicle is in energy-saving mode, the suspension is relatively soft, which helps to absorb road bumps and reduce body vibration, thereby improving ride comfort; when the vehicle is in personalized mode, the user can set the hardness of the suspension according to personal preferences and specific needs. When the vehicle is started or driving, the driving mode currently turned on by the vehicle is obtained, for example, if the driving mode currently turned on is sports mode, the driving mode of the vehicle is obtained as sports mode; at the same time, the predicted vehicle speed and predicted road curvature of the vehicle passing through the road ahead are also obtained, wherein the road ahead is a section of road that the vehicle is about to pass but has not passed and is on the navigation path of the vehicle.

[0043] The calculation of the predicted speed of the road ahead can be obtained by using a high-precision map, such as obtaining all the speeds of historical vehicles passing through the road section through the high-precision map, obtaining the average speed of these speeds, and then correcting the average speed in combination with the actual traffic flow, accident reports, weather conditions, construction notices, etc. on the road ahead to obtain the predicted speed; or the vehicle-mounted sensors (such as radar, lidar, camera, etc.) can obtain information about obstacles, road curvature, slope, etc. on the road ahead, and combine the positioning data of the Global Positioning System (GPS) to recommend the speed, and use the recommended speed as the predicted speed of the vehicle when passing the road ahead. In addition, the official maximum speed limit on the road ahead of the vehicle can also be used as the predicted speed of the vehicle when passing the road ahead. Regarding the calculation of the predicted road curvature of the road ahead, the high-precision map is used to obtain the curve radius of the road ahead, and the inverse of the curve radius is calculated to obtain the predicted road curvature.

[0044] S102: Determine a first suspension height of the vehicle suspension according to the driving mode and the predicted vehicle speed.

[0045] The mapping relationship among driving mode, vehicle speed and suspension height can be called the first mapping relationship. Different driving modes correspond to different first mapping relationships, wherein the mapping relationship among driving mode, vehicle speed and suspension height reflects the dynamic curves of "driving mode, vehicle speed and suspension height". The driving mode is used as a baseline parameter to define the initial height of the suspension height. The vehicle speed is used as a dynamic variable to perform secondary calibration on the initial suspension height based on the real-time vehicle speed (lowering the suspension height at high speed to suppress roll, and raising the suspension height at low speed to enhance passability). As shown in Table 1, Table 1 shows the first mapping relationships corresponding to multiple driving modes:

[0046] Table 1

[0047] Driving Mode The first mapping relationship Normal mode A1 Sport Mode A2 Energy saving mode A3 ... ...

[0048] After obtaining the driving mode of the vehicle and the predicted speed of the vehicle passing the road ahead, the first mapping relationship corresponding to the driving mode is first determined, and then the first mapping relationship corresponding to the driving mode is queried through the predicted speed to obtain the first suspension height of the vehicle suspension. For example, if the driving mode is the normal driving mode, then the first mapping relationship corresponding to the normal driving mode is A1, and A1 is queried through the predicted speed to obtain the same speed as the predicted speed in A1. The suspension height corresponding to the same speed as the predicted speed is the first suspension height.

[0049] S103, correcting the first suspension height according to the predicted road curvature to obtain a second suspension height;

[0050] When the road curvature is greater, the body roll caused by centrifugal force is greater. A larger body roll will aggravate the lateral shift of the vehicle's center of gravity and reduce the stability of the vehicle. Therefore, when the road curvature is large, the suspension height can be adjusted according to the road curvature, such as reducing the suspension height based on the road curvature, thereby reducing the center of gravity shift of the vehicle and improving the stability of the vehicle; when the road curvature is small, due to the small centrifugal force, the body roll is relatively slight. The relatively slight roll has limited effect on the lateral shift of the vehicle's center of gravity and will not significantly change the stability of the vehicle. Therefore, when the vehicle is traveling on a road with a small road curvature, the suspension height can be increased, which is beneficial to improve the vehicle's passability on the road ahead. For example, if the high-precision map cannot obtain road condition information such as potholes, speed bumps or rugged roads on the road ahead, the height of the suspension can be increased to increase the height of the vehicle chassis from the ground, thereby avoiding damage to key components such as the oil pan and exhaust pipe when the vehicle passes through the road ahead when there are potholes, speed bumps or rugged roads on the road ahead. After obtaining the predicted road curvature of the road ahead that the vehicle will pass, the predicted road curvature is compared with the road curvature threshold. When the predicted road curvature is greater than or equal to the road curvature threshold, it means that the road ahead is a curve with a large curvature. Based on the predicted road curvature, the first suspension height is appropriately reduced to obtain the second suspension height to improve the stability of the vehicle. When the predicted road curvature is less than the road curvature threshold, it means that the road ahead is a curve with a small curvature or a straight road. Based on the predicted road curvature, the first suspension height is appropriately increased to obtain the second suspension height to improve the passability of the vehicle.

[0051] S104: adjusting the actual suspension height of the vehicle suspension according to the second suspension height.

[0052] Since the second suspension height is obtained through the vehicle's driving mode, the predicted speed of the vehicle passing the road ahead, and the predicted road curvature, when the actual suspension height of the vehicle suspension is adjusted to the second suspension height, when the vehicle passes the road ahead, the vehicle will pass the road ahead at the second suspension height, and the center of gravity of the vehicle will not be too high, reducing the lateral swing amplitude of the vehicle, thereby improving the smoothness of the vehicle's driving; it can also avoid the vehicle's center of gravity being too low, resulting in insufficient suspension travel, affecting the grip of the vehicle's tires. When the vehicle passes the road ahead at the second suspension height, the vehicle's body shaking can be reduced, making the body posture more stable, helping to prevent passengers from feeling dizzy or uncomfortable due to vehicle bumps, and ensuring riding comfort during driving.

[0053] The vehicle control method provided in the present embodiment obtains the driving mode of the vehicle, the predicted speed of the vehicle passing through the road ahead, and the predicted road curvature; determines a first suspension height of the vehicle suspension according to the driving mode and the predicted speed; corrects the first suspension height according to the predicted road curvature to obtain a second suspension height; and adjusts the actual suspension height of the vehicle suspension according to the second suspension height. The suspension height is determined by the driving mode, and the suspension height is determined considering the driver's preference. When the driving mode selected by the driver focuses on comfort, the suspension height is increased, and when the driving mode selected by the driver focuses on controllability, the suspension height is reduced, so as to achieve driving-based control. The suspension height is dynamically adjusted according to the driver's preference; and the suspension height is determined based on the transmission relationship between speed and lateral acceleration. The greater the vehicle speed, the greater the lateral acceleration of the vehicle. When the vehicle speed is high, the suspension height can be reduced to reduce the risk of vehicle rollover. When the vehicle speed is low, the lateral acceleration of the vehicle is small. The smaller lateral acceleration has a smaller impact on vehicle rollover. The suspension height can be increased to improve the vehicle's passability. Given that the driving mode is selected by the driver, the driving mode can reflect the driver's personal preferences. The driver's specific needs for suspension height can be identified based on the selected driving mode. By adjusting the suspension height to the selected driving mode, the driver's specific needs for suspension height can be determined. The suspension height in the driving mode is set to achieve personalized suspension height settings, ensuring that the vehicle suspension height is consistent with the driver's expected height; the first suspension height is determined by integrating the driving mode and the vehicle speed, which not only realizes the active adjustment of the suspension height based on the driver's personalized preferences, but also dynamically adjusts the suspension height according to the vehicle speed, reducing the potential risks that may be caused by relying solely on the driving mode. While ensuring the best driving experience, it also improves driving safety; after determining the first suspension height through the driving mode and the vehicle speed, the first suspension height is corrected based on the predicted road curvature of the road ahead, taking into account the safety and stability of the vehicle when cornering. When the road ahead is a curve with a large curvature, reducing the suspension height based on the curvature of the curve is beneficial to reducing the center of gravity shift of the vehicle and improving the stability of the vehicle; when the road ahead is a curve with a small curvature or a straight road, increasing the suspension height is beneficial to improving the vehicle's passability on the road ahead; by integrating the driving mode, predicted vehicle speed and road curvature to control the suspension height, the vehicle suspension height is adjusted in advance, eliminating the time for obtaining real-time data to calculate the suspension height adjustment amount, making the suspension height adjustment response time faster, avoiding the situation of suspension height adjustment delay, and helping to improve the vehicle's handling stability on the road ahead.

[0054] In a possible implementation, correcting the first suspension height according to the predicted road curvature to obtain the second suspension height includes:

[0055] Obtaining target height adjustment values ​​corresponding to the predicted road curvature and the predicted vehicle speed from a mapping relationship among the road curvature, the vehicle speed, and the suspension height adjustment value;

[0056] The sum of the first suspension height and the target height adjustment value is determined to obtain a second suspension height.

[0057] The mapping relationship between road curvature, vehicle speed and suspension height adjustment value can be called the second mapping relationship. Different road curvatures correspond to different second mapping relationships. The mapping relationship between road curvature, vehicle speed and suspension height adjustment value reflects the dynamic curve between "road curvature, vehicle speed and suspension height adjustment value". The road curvature and vehicle speed jointly determine the final adjustment value of the suspension height. For example, at high speed and large curvature, the suspension height is further reduced to double suppress the roll risk; at low speed and large curvature, the suspension height is appropriately reduced to take into account both passability and cornering stability. As shown in Table 2, Table 2 shows the second mapping relationships of multiple road curvatures:

[0058] Table 2

[0059]

[0060]

[0061] After obtaining the predicted road curvature and the predicted speed of the vehicle passing through the road ahead, first determine the second mapping relationship corresponding to the predicted road curvature, and then query the second mapping relationship corresponding to the road curvature through the predicted speed to obtain the height adjustment value of the vehicle suspension. For example, if the road curvature is road curvature 3, then the second mapping relationship corresponding to road curvature 3 is B3. By querying B3 through the road curvature, the speed in B3 that is the same as the predicted speed is obtained, and the height adjustment value corresponding to the speed that is the same as the predicted speed is the target height adjustment value. Among them, the height adjustment value can be a positive value, a negative value or zero, and the obtained target height adjustment value may also be a positive value, a negative value or zero. After obtaining the target height adjustment value, the first suspension height is corrected according to the target height adjustment value, that is, the sum of the first suspension height and the target height adjustment value is calculated to obtain the second suspension height. Among them, if the target height adjustment value is a positive value, the second suspension height is the increased first suspension height; if the target height adjustment value is a negative value, the second suspension height is the reduced first suspension height; if the target height adjustment value is zero, the second suspension height is the first suspension height.

[0062] By predicting the road curvature and the vehicle speed, the target height adjustment value can be determined from the mapping relationship among the road curvature, the vehicle speed and the suspension height adjustment value. This can shorten the time for obtaining the target height adjustment value, help complete the adjustment of the suspension height in a short time, and ensure the stability of the vehicle when passing the road ahead.

[0063] In a possible implementation, obtaining the target height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed from a mapping relationship among the road curvature, the vehicle speed, and the suspension height adjustment value includes:

[0064] When the predicted road curvature is greater than or equal to the curvature threshold, the suspension height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed is obtained from the mapping relationship between the road curvature, the vehicle speed and the suspension height adjustment value to obtain the target height adjustment value.

[0065] After obtaining the predicted road curvature, the predicted road curvature is compared with the curvature threshold. When the predicted road curvature is greater than or equal to the curvature threshold, it means that the road ahead is a curve with a large curvature. When the vehicle is traveling in a curve with a large curvature, the vehicle is affected by the centrifugal force. Properly lowering the suspension height can reduce the center of gravity of the vehicle, which helps to reduce the roll of the vehicle body and reduce the possibility of vehicle rollover. It also helps to make the steering of the vehicle more accurate and the response faster, making the vehicle driving more stable. Therefore, for curves with large curvature, the suspension height adjustment value corresponding to the predicted curvature and the predicted vehicle speed is determined in Table 2 to correct the first suspension height to reduce the centrifugal force and the center of gravity of the vehicle, thereby reducing the possibility of vehicle rollover.

[0066] In a possible implementation, adjusting the actual suspension height of the vehicle suspension according to the second suspension height includes:

[0067] If the height difference between the second suspension height and the actual suspension height is greater than or equal to the preset difference, the actual suspension height is adjusted to the second suspension height.

[0068] After obtaining the second suspension height, the height difference between the second suspension height and the actual suspension height of the vehicle is obtained. When the height difference is greater than or equal to the preset difference, it means that the height difference between the second suspension height and the actual suspension height of the vehicle is relatively large, so the actual suspension height is adjusted to the second suspension height. When the height difference is less than the preset difference, it means that the second suspension height is relatively close to the actual suspension height of the vehicle, and it is considered that the actual suspension height is equal to the second suspension height, and the actual suspension height of the vehicle does not need to be adjusted, which can reduce the burden of the suspension height adjustment mechanism, avoid unnecessary adjustments, and reduce the wear of the suspension.

[0069] In a possible implementation, adjusting the actual suspension height of the vehicle suspension according to the second suspension height includes:

[0070] When the predicted road curvature is less than the curvature threshold, obtaining the road type of the road ahead;

[0071] When the road type is a preset road type, the predicted vehicle speed is corrected according to the actual vehicle speed to obtain a corrected predicted vehicle speed;

[0072] Obtaining a third suspension height corresponding to the driving mode and the corrected predicted vehicle speed from a mapping relationship among the driving mode, the vehicle speed and the suspension height;

[0073] Update the second suspension height to the third suspension height;

[0074] The actual suspension height is adjusted to an updated second suspension height based on the preset gradient.

[0075] There can be many types of roads, such as expressways, urban expressways, rural roads, etc. When the predicted road curvature is less than the curvature threshold, the road type of the road ahead is obtained; the road type of the road ahead can be obtained using a high-precision map; after obtaining the road type, the road type is matched with the preset road type. When the road type is the preset road type (such as an expressway), the predicted speed is corrected according to the actual speed of the vehicle, that is, the actual speed of the vehicle and the predicted speed are weighted to obtain the corrected predicted speed:

[0076] Corrected predicted vehicle speed = actual vehicle speed * w1 + predicted vehicle speed * w2;

[0077] Among them, w1 is the preset weight of the actual vehicle speed, w2 is the preset weight of the predicted vehicle speed, and the sum of w1 and w2 is 1.

[0078] After obtaining the corrected predicted vehicle speed, the mapping relationship corresponding to the driving mode is queried based on the corrected predicted vehicle speed to obtain the third suspension height, and the second suspension height is updated by the third suspension height, that is, the updated second suspension height is equal to the third suspension height, and the updated second suspension height is used to adjust the actual suspension height of the vehicle suspension.

[0079] For example, if the preset road type is a highway, if the road type of the road ahead is a highway, the predicted speed is corrected according to the actual speed of the vehicle, and based on the driving mode of the vehicle and the corrected predicted speed, the suspension height corresponding to the driving mode and the corrected predicted speed is determined from the mapping relationship between the driving mode, the speed and the suspension height, and a third suspension height is obtained; the actual suspension height of the vehicle suspension is adjusted according to the third suspension height.

[0080] Among them, when judging whether the road ahead is a highway, the current position of the vehicle can be obtained, and the toll station near the position can be obtained using a high-precision map, and the road type within a specific distance extending from the toll station along the driving direction can be obtained. If the road type is a highway, the road type of the road ahead is a highway; if the road type is not a highway, the road type of the road ahead is not a highway.

[0081] Correcting the predicted speed by the actual vehicle speed can help avoid inaccurate suspension height determination when there is an error in the predicted speed, thereby improving the vehicle's handling stability on the road ahead.

[0082] In a possible implementation, after obtaining the road type of the road ahead, the method further includes:

[0083] When the road type is not the preset road type, updating the second suspension height to the first suspension height;

[0084] The actual suspension height is adjusted to an updated second suspension height based on the preset gradient.

[0085] When the road type is not the preset road type (for example, not a highway), the first suspension height is directly determined as the second suspension height, that is, the updated second suspension height is equal to the first suspension height, and the actual suspension height of the vehicle is adjusted to the first suspension height through a preset gradient, wherein the preset gradient is a height change pre-set for adjusting the suspension height, such as a preset gradient of 2mm; exemplarily, assuming that the actual suspension height of the vehicle is 8mm lower than the first suspension height, the suspension height adjustment with a preset gradient of 2mm can be: the actual suspension height of the vehicle is increased by 2mm for the first time, the actual suspension height of the vehicle is increased by another 2mm for the second time, the actual suspension height of the vehicle is increased by another 2mm for the third time, and the actual suspension height of the vehicle is increased by another 2mm for the fourth time, and the actual suspension height of the vehicle is adjusted to the first suspension height by increasing the suspension height four times.

[0086] For example, if the preset road type is a highway, if the road type of the road ahead is not a highway, the actual suspension height of the vehicle is gradually adjusted to the first suspension height according to the preset gradient to achieve smooth adjustment of the suspension height.

[0087] In a possible implementation, adjusting the actual suspension height of the vehicle suspension according to the second suspension height includes:

[0088] Determine whether the road ahead is congested;

[0089] If there is no congestion, the actual suspension height is adjusted to a second suspension height based on a preset gradient;

[0090] If there is congestion, a fourth suspension height corresponding to the driving mode and the actual vehicle speed is obtained from a mapping relationship among the driving mode, the vehicle speed and the suspension height;

[0091] Updating the second suspension height to the fourth suspension height;

[0092] The actual suspension height is adjusted to an updated second suspension height based on the preset gradient.

[0093] Before adjusting the current actual suspension height, determine whether the road ahead is congested. When the road ahead is congested, the vehicle often travels at a lower speed, usually needs to accelerate and decelerate frequently, and the speed of the vehicle is not stable. When the vehicle is at a low speed and the speed is not stable, the suspension height requirement is different from the suspension height when the vehicle is at a high speed and the speed is stable. If the suspension height of the vehicle is adjusted to the second suspension height, the suspension height will not match the actual speed of the vehicle traveling to the congested section. The second suspension height cannot adapt to the frequent start and stop and road bumps in the congested section, thereby affecting the vehicle's handling stability; therefore, when the road ahead is congested, the suspension height of the vehicle is not adjusted in advance, but the suspension height of the vehicle is adjusted based on the real-time speed and driving mode of the vehicle, so that the suspension height matches the actual speed of the vehicle traveling to the congested section, thereby improving the stability of the vehicle. When the road ahead is not congested, it is assumed that the vehicle can usually maintain a relatively constant speed. The vehicle's suspension height is smoothly adjusted from the actual suspension height to the updated second suspension height through a preset gradient. The updated second suspension height is equal to the fourth suspension height, which can optimize the vehicle's stability and handling.

[0094] By judging whether the road ahead is congested, if there is no congestion, the actual suspension height is adjusted to the second suspension height based on a preset gradient; if there is congestion, the fourth suspension height corresponding to the driving mode and the actual speed of the vehicle is obtained from the second mapping relationship, and the actual suspension height is adjusted to the fourth suspension height; this can avoid the situation where the vehicle is adjusted from the actual suspension height to the second suspension height, due to congestion on the road ahead, resulting in a mismatch between the actual speed of the vehicle at the second suspension height and the driving mode, and then adjusting the vehicle from the second suspension height to the fourth suspension height, thereby avoiding frequent switching of the suspension height between the second suspension height and the fourth suspension height, thereby improving handling stability and user riding comfort.

[0095] In a possible implementation, the predicted vehicle speed includes a first vehicle speed and a second vehicle speed, the first vehicle speed is a predicted vehicle speed of the vehicle passing a starting position of the road ahead, and the second vehicle speed includes a predicted vehicle speed of the vehicle traveling from the starting position to an end position of the road ahead, and the starting position and the end position are separated by a preset distance;

[0096] Determine whether the road ahead is congested, including:

[0097] Correcting the first vehicle speed and the second vehicle speed respectively according to the actual vehicle speed of the vehicle to obtain a first corrected vehicle speed and a second corrected vehicle speed;

[0098] If the first corrected vehicle speed is greater than or equal to the first vehicle speed threshold and the second corrected vehicle speed is greater than or equal to the second vehicle speed threshold, it is determined that the road ahead is not congested; wherein the second vehicle speed threshold is greater than the first vehicle speed threshold;

[0099] If the first corrected vehicle speed is less than the first vehicle speed threshold and the second corrected vehicle speed is less than the second vehicle speed threshold, it is determined that the road ahead is congested.

[0100] The second speed threshold is greater than the first speed threshold. The predicted speed of the vehicle passing the starting position of the road ahead and all predicted speeds of the vehicle on the road ahead within a preset distance from the starting position are obtained, such as Figure 2 As shown, Figure 2 A schematic diagram of a scenario for obtaining a predicted vehicle speed provided in an embodiment of the present application is shown, wherein A is the starting position of the vehicle passing the road ahead, B is the end position on the road ahead, the starting position A is a preset distance away from the end position B, the predicted vehicle speed of the vehicle passing the starting position A of the road ahead is a first vehicle speed v1, and all predicted vehicle speeds from the starting position A to the end position B on the road ahead are second vehicle speeds v2, v3, ..., vn, where n is a positive integer.

[0101] The first vehicle speed is corrected according to the actual vehicle speed, that is, the actual vehicle speed and the first vehicle speed are weighted to obtain a first corrected vehicle speed:

[0102] First corrected vehicle speed = actual vehicle speed * w3 + first vehicle speed * w4

[0103] Among them, w3 is the preset weight of the actual vehicle speed, w4 is the preset weight of the first vehicle speed, and the sum of w3 and w4 is 1.

[0104] The second speed is corrected according to the actual speed of the vehicle, that is, a weighted operation is performed on each of the actual speed of the vehicle and the second speed to obtain a second corrected speed:

[0105] Second corrected vehicle speed = actual vehicle speed*w5+second vehicle speed*w6

[0106] Among them, w5 is the preset weight of the actual vehicle speed, w5 is the preset weight of the second vehicle speed, and the sum of w5 and w6 is 1.

[0107] After obtaining the first corrected vehicle speed and the second corrected vehicle speed, the first corrected vehicle speed is compared with the first vehicle speed threshold, and the second corrected vehicle speed is compared with the second vehicle speed threshold. If the first corrected vehicle speed is greater than or equal to the first vehicle speed threshold and the second corrected vehicle speed is greater than or equal to the second vehicle speed threshold, it indicates that the road ahead is not congested. If the first corrected vehicle speed is less than the first vehicle speed threshold and the second corrected vehicle speed is greater than or equal to the second vehicle speed threshold, it indicates that the road ahead is congested; if the first corrected vehicle speed is greater than or equal to the first vehicle speed threshold and the second corrected vehicle speed is less than the second vehicle speed threshold, it indicates that the road ahead is congested; if the first corrected vehicle speed is less than the first speed threshold and the second corrected vehicle speed is less than the second speed threshold, it indicates that the road ahead is congested.

[0108] By respectively correcting the first vehicle speed and the second vehicle speed according to the actual vehicle speed of the vehicle, the deviation of the predicted vehicle speed can be eliminated, and the accuracy of determining the congestion situation of the road ahead can be improved, thereby ensuring the accuracy of the suspension height adjustment.

[0109] The following are device embodiments of the present application, which can be used to execute method embodiments of the present application.

[0110] like Figure 3 As shown, Figure 3 A schematic structural diagram of a vehicle control device provided in an embodiment of the present application is shown.

[0111] For example, Figure 3 As shown, the device 300 includes:

[0112] An acquisition module 301 is used to acquire a driving mode of the vehicle, a predicted speed of the vehicle passing through a road ahead, and a predicted road curvature;

[0113] A determination module 302, configured to determine a first suspension height of a vehicle suspension according to a driving mode and a predicted vehicle speed;

[0114] A correction module 303, configured to correct the first suspension height according to the predicted road curvature to obtain a second suspension height;

[0115] The adjustment module 304 is configured to adjust the actual suspension height of the vehicle suspension according to the second suspension height.

[0116] In a possible implementation, the correction module 303 is further configured to:

[0117] Obtaining target height adjustment values ​​corresponding to the predicted road curvature and the predicted vehicle speed from a mapping relationship among the road curvature, the vehicle speed, and the suspension height adjustment value;

[0118] The sum of the first suspension height and the target height adjustment value is determined to obtain a second suspension height.

[0119] In a possible implementation, the correction module 303 is further configured to:

[0120] When the predicted road curvature is greater than or equal to the curvature threshold, the suspension height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed is obtained from the first mapping relationship to obtain the target height adjustment value.

[0121] In a possible implementation, the adjustment module 304 is further configured to:

[0122] If the height difference between the second suspension height and the actual suspension height is greater than or equal to the preset difference, the actual suspension height is adjusted to the second suspension height.

[0123] In a possible implementation, the adjustment module 304 is further configured to:

[0124] When the predicted road curvature is less than the curvature threshold, obtaining the road type of the road ahead;

[0125] When the road type is a preset road type, the predicted vehicle speed is corrected according to the actual vehicle speed to obtain a corrected predicted vehicle speed;

[0126] Obtaining a third suspension height corresponding to the driving mode and the corrected predicted vehicle speed from a mapping relationship among the driving mode, the vehicle speed and the suspension height;

[0127] Update the second suspension height to the third suspension height;

[0128] The actual suspension height is adjusted to an updated second suspension height based on the preset gradient.

[0129] In a possible implementation, the adjustment module 304 is further configured to:

[0130] When the road type is not the preset road type, updating the second suspension height to the first suspension height;

[0131] The actual suspension height is adjusted to an updated second suspension height based on the preset gradient.

[0132] In a possible implementation, the adjustment module 304 is further configured to:

[0133] Determine whether the road ahead is congested;

[0134] If there is no congestion, the actual suspension height is adjusted to a second suspension height based on a preset gradient;

[0135] If there is congestion, a fourth suspension height corresponding to the driving mode and the actual vehicle speed is obtained from a mapping relationship among the driving mode, the vehicle speed and the suspension height;

[0136] Updating the second suspension height to the fourth suspension height;

[0137] The actual suspension height is adjusted to an updated second suspension height based on the preset gradient.

[0138] In a possible implementation, the predicted vehicle speed includes a first vehicle speed and a second vehicle speed, the first vehicle speed is a predicted vehicle speed of the vehicle passing a starting position of the road ahead, and the second vehicle speed includes a predicted vehicle speed of the vehicle traveling from the starting position to an end position of the road ahead, and the starting position and the end position are separated by a preset distance;

[0139] The adjustment module 304 is also used for:

[0140] Correcting the first vehicle speed and the second vehicle speed respectively according to the actual vehicle speed of the vehicle to obtain a first corrected vehicle speed and a second corrected vehicle speed;

[0141] If the first corrected vehicle speed is greater than or equal to the first vehicle speed threshold and the second corrected vehicle speed is greater than or equal to the second vehicle speed threshold, it is determined that the road ahead is not congested; wherein the second vehicle speed threshold is greater than the first vehicle speed threshold;

[0142] If the first corrected vehicle speed is less than the first vehicle speed threshold and the second corrected vehicle speed is less than the second vehicle speed threshold, it is determined that the road ahead is congested.

[0143] It should be noted that the vehicle control device provided in the above embodiment, when executing the vehicle control method, only uses the division of the above-mentioned functional modules as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0144] In addition, the vehicle control device and vehicle control method embodiments provided in the above embodiments belong to the same concept. Therefore, for details not disclosed in the device embodiments of this specification, please refer to the above-mentioned vehicle control method embodiments of this specification, which will not be repeated here.

[0145] like Figure 4 As shown, Figure 4 A schematic structural diagram of a vehicle provided in an embodiment of the present application is shown.

[0146] For example, Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a vehicle control method.

[0147] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a vehicle control method provided by an embodiment of the present application.

[0148] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0149] It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0150] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0151] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes, etc.

[0152] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0153] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0154] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0155] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0156] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0157] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0158] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0159] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: Obtaining a driving mode of a vehicle, a predicted speed of the vehicle passing a road ahead, and a predicted road curvature; determining a first suspension height of a vehicle suspension according to the driving mode and the predicted vehicle speed; Correcting the first suspension height according to the predicted road curvature to obtain a second suspension height; An actual suspension height of the vehicle suspension is adjusted according to the second suspension height.

2. The method according to claim 1, characterized in that The step of correcting the first suspension height according to the predicted road curvature to obtain a second suspension height includes: Obtaining a target height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed from a mapping relationship among the road curvature, the vehicle speed, and the suspension height adjustment value; The sum of the first suspension height and the target height adjustment value is determined to obtain the second suspension height.

3. The method according to claim 2, characterized in that The step of obtaining the target height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed from a mapping relationship among the road curvature, the vehicle speed, and the suspension height adjustment value comprises: When the predicted road curvature is greater than or equal to the curvature threshold, the suspension height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed is obtained from the mapping relationship among the road curvature, the vehicle speed and the suspension height adjustment value to obtain the target height adjustment value.

4. The method according to claim 3, characterized in that: The adjusting the actual suspension height of the vehicle suspension according to the second suspension height comprises: If the height difference between the second suspension height and the actual suspension height is greater than or equal to a preset difference, the actual suspension height is adjusted to the second suspension height.

5. The method according to claim 1, characterized in that The adjusting the actual suspension height of the vehicle suspension according to the second suspension height comprises: When the predicted road curvature is less than a curvature threshold, obtaining a road type of the road ahead; When the road type is a preset road type, the predicted vehicle speed is corrected according to the actual vehicle speed to obtain a corrected predicted vehicle speed; Obtaining a third suspension height corresponding to the driving mode and the corrected predicted vehicle speed from a mapping relationship among the driving mode, the vehicle speed and the suspension height; Updating the second suspension height to the third suspension height; The actual suspension height is adjusted to the updated second suspension height based on a preset gradient.

6. The method according to claim 5, characterized in that After obtaining the road type of the road ahead, the method further includes: When the road type is not a preset road type, updating the second suspension height to the first suspension height; The actual suspension height is adjusted to the updated second suspension height based on a preset gradient.

7. The method according to claim 1, characterized in that The adjusting the actual suspension height of the vehicle suspension according to the second suspension height comprises: Determining whether the road ahead is congested; If there is no congestion, adjusting the actual suspension height to the second suspension height based on a preset gradient; If the vehicle is congested, obtaining a fourth suspension height corresponding to the driving mode and the actual vehicle speed from a mapping relationship among the driving mode, the vehicle speed and the suspension height; Updating the second suspension height to the fourth suspension height; The actual suspension height is adjusted to the updated second suspension height based on a preset gradient.

8. The method according to claim 7, characterized in that The predicted vehicle speed includes a first vehicle speed and a second vehicle speed, the first vehicle speed being the predicted vehicle speed of the vehicle passing the starting position of the road ahead, and the second vehicle speed being the predicted vehicle speed of the vehicle traveling from the starting position to the end position of the road ahead, the starting position being a preset distance away from the end position; The determining whether the road ahead is congested includes: Correcting the first vehicle speed and the second vehicle speed according to the actual vehicle speed of the vehicle to obtain a first corrected vehicle speed and a second corrected vehicle speed; If the first corrected vehicle speed is greater than or equal to a first vehicle speed threshold and the second corrected vehicle speed is greater than or equal to a second vehicle speed threshold, it is determined that the road ahead is not congested; wherein the second vehicle speed threshold is greater than the first vehicle speed threshold; If the first corrected vehicle speed is less than the first vehicle speed threshold and the second corrected vehicle speed is less than the second vehicle speed threshold, it is determined that the road ahead is congested.

9. A vehicle control device, characterized in that: The device comprises: An acquisition module, used to acquire a driving mode of a vehicle, a predicted speed of the vehicle passing through a road ahead, and a predicted road curvature; a determination module, configured to determine a first suspension height of a vehicle suspension according to the driving mode and the predicted vehicle speed; a correction module, configured to correct the first suspension height according to the predicted road curvature to obtain a second suspension height; An adjustment module is used to adjust the actual suspension height of the vehicle suspension according to the second suspension height.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

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