Vehicle control method, device and vehicle

Abstract

The present application provides a vehicle control method, device, and vehicle, the method comprising obtaining a vehicle driving mode, a predicted speed of the vehicle passing through a road ahead, and a predicted road curvature; determining a first suspension height of the vehicle suspension based on the driving mode and the predicted speed; correcting the first suspension height based on the predicted road curvature to obtain a second suspension height; and adjusting the actual suspension height of the vehicle suspension based on the second suspension height. The present application controls the suspension height by integrating the driving mode, predicted speed, and road curvature, thereby achieving advance adjustment of the vehicle suspension height, eliminating the time required to calculate the suspension height adjustment amount by acquiring real-time data, making the suspension height adjustment response time faster, avoiding suspension height adjustment delays, and facilitating improved vehicle handling stability on the road ahead.

Description

Technical Field

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

[0002] With the increasing popularity and development of vehicles, more and more vehicles are equipped with suspension. Suspension is used to transmit the forces and torques acting between the wheels and the vehicle frame, cushioning the impact of uneven roads on the frame or body and reducing the resulting vibration to ensure a smooth ride. However, the suspension of traditional vehicles is fixed and cannot meet the requirements for vehicle handling stability on different road surfaces. Therefore, how to improve vehicle handling stability has become a pressing issue. 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 of 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, which includes: 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 based on the driving mode and the predicted vehicle speed; correcting the first suspension height based on the predicted road curvature to obtain a second suspension height; and adjusting the actual suspension height of the vehicle suspension based on 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, thereby achieving 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 small. The smaller the lateral acceleration is, the smaller the impact of vehicle rollover is relatively small, 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 the suspension height are identified, and the suspension height is adjusted to the suspension height under the selected driving mode. , realizing personalized suspension height setting, ensuring that the vehicle suspension height is consistent with the driver's expected height; by integrating driving mode and vehicle speed to comprehensively determine the first suspension height, it not only realizes active adjustment of suspension height based on the driver's personalized preferences, but also dynamically adjusts the suspension height according to vehicle speed, reducing the potential risks that may be caused by relying solely on driving mode, while ensuring the best driving experience, it also improves driving safety; after determining the first suspension height through 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 first suspension height is adjusted based on 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 controlling the suspension height through the integration of driving mode, predicted vehicle speed and road curvature, 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 correcting the first suspension height according to the predicted road curvature to obtain the second suspension height includes: obtaining the target height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed from a mapping relationship between the road curvature, the vehicle speed, and the 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 between the road curvature, the vehicle speed and the suspension height adjustment value. This can shorten the time to obtain the target height adjustment value, facilitate completing the suspension height adjustment 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 implementations, in some possible implementations, obtaining the target height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed from a mapping relationship between 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 between 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 on the suspension height adjustment mechanism can be reduced, unnecessary adjustments can be avoided, and wear on the suspension can be reduced.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the actual suspension height of the vehicle suspension is adjusted according to the second suspension height, including: when the predicted road curvature is less than the 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 using the vehicle's actual speed helps avoid inaccurate suspension height determination when errors in the predicted speed exist, thereby improving the vehicle's handling stability on the road ahead.

[0015] In combination with the first aspect and the above implementation, 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 between the driving mode, the vehicle speed and the 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 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 when passing a starting point of the road ahead, and the second vehicle speed including a predicted vehicle speed of the vehicle when traveling from the starting point to an end point on the road ahead, the starting point being a preset distance away from the end point.

[0020] The determining whether the road ahead is congested includes: respectively correcting the first speed and the second speed according to the actual speed of the vehicle to obtain a first corrected speed and a second corrected speed; if the first corrected speed is greater than or equal to a first speed threshold and the second corrected speed is greater than or equal to a second speed threshold, determining that the road ahead is not congested; wherein the second speed threshold is greater than the first speed threshold; if the first corrected speed is less than the first speed threshold and the second corrected 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, the deviation of the predicted vehicle speed can be eliminated, and the accuracy of judging 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, configured 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 code;

[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 of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 A schematic flow chart 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 structural schematic diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0036] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this 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 this application, "multiple" means two or more than two.

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

[0038] With the increasing popularity and development of vehicles, more and more vehicles are equipped with suspension. Suspension is used to transmit the forces and torques acting between the wheels and the vehicle frame, cushioning the impact of uneven roads on the frame or body and reducing the resulting vibrations to ensure smooth driving. However, the suspension of traditional vehicles is fixed and cannot meet the requirements for vehicle handling stability on different road surfaces.

[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. When the driving mode selected by the driver focuses on controllability, 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 them determines the suspension height. The greater the vehicle speed, the greater the lateral acceleration of the vehicle, and the greater the body roll caused by 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. The smaller the lateral acceleration, the smaller the impact of vehicle rollover. The suspension height can be increased to improve the vehicle's passability. Since 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 are identified according to the selected driving mode, and the suspension height is 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 driving mode and vehicle speed to comprehensively determine the first suspension height, it not only realizes active adjustment of suspension height based on the driver's personalized preferences, but also dynamically adjusts the suspension height according to vehicle speed, reducing the potential risks that may be caused by relying solely on driving mode, while ensuring the best driving experience, it also improves driving safety; after determining the first suspension height through driving mode and vehicle speed, taking into account the safety and stability of the vehicle when cornering, and correcting the target suspension height based on the curvature of the road ahead, when the road ahead is When driving on 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 controlling the suspension height through the integration of driving mode, predicted vehicle speed and road curvature, 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.

[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 includes 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, a vehicle may include multiple driving modes, such as normal mode, sport mode, energy-saving mode, and personalized mode. When the vehicle is in normal mode, the suspension has an appropriate level of firmness, ensuring both comfort and support for daily driving. When the vehicle is in sport mode, the suspension is firmer, providing better support and handling stability. When the vehicle is in energy-saving mode, the suspension is softer, helping to absorb road bumps and reduce body vibration, thereby improving ride comfort. When the vehicle is in personalized mode, the user can set the suspension firmness based on personal preferences and specific needs. When the vehicle is started or driving, the currently enabled driving mode is obtained. For example, if the currently enabled driving mode is sport mode, the driving mode is obtained as sport mode. The predicted vehicle speed and predicted road curvature of the road ahead are also obtained. The road ahead is a section of road on the vehicle's navigation path that the vehicle is about to pass but has not yet passed.

[0043] The predicted speed for the road ahead can be calculated using high-precision maps. For example, this can be done by obtaining the historical speeds of all vehicles passing through that section of road, averaging these speeds, and then correcting this average speed based on actual traffic flow, accident reports, weather conditions, construction notices, and other factors on the road ahead to obtain the predicted speed. Alternatively, on-board sensors (such as radar, lidar, and cameras) can obtain information about obstacles, road curvature, and slope on the road ahead, combined with positioning data from the Global Positioning System (GPS) to recommend a speed, using the recommended speed as the predicted speed for the vehicle passing the road ahead. Alternatively, the official maximum speed limit for the road ahead can be used as the predicted speed for the vehicle passing the road ahead. Regarding the calculation of the predicted curvature of the road ahead, the radius of the curve on the road ahead can be obtained using the high-precision map, and the inverse of the curve radius is calculated to obtain the predicted 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 between driving mode, vehicle speed, and suspension height can be called a first mapping relationship. Different driving modes correspond to different first mapping relationships. The mapping relationship between driving mode, vehicle speed, and suspension height reflects the dynamic curve 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. The vehicle speed is used as a dynamic variable. The initial suspension height is recalibrated 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 Sports Mode A2 Energy saving mode A3 ... ...

[0048] After obtaining the vehicle's driving mode and predicted speed for the road ahead, the first mapping relationship corresponding to the driving mode is determined. The first mapping relationship is then queried using the predicted speed to determine the first suspension height of the vehicle's suspension. For example, if the driving mode is normal, the first mapping relationship corresponding to normal driving mode is A1. Using the predicted speed to query A1, the vehicle speed in A1 that matches 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] The greater the road curvature, the greater the body roll caused by centrifugal force. Larger body roll will exacerbate the lateral shift of the vehicle's center of gravity, reducing vehicle stability. Therefore, when the road curvature is large, the suspension height can be adjusted based on the road curvature. For example, the suspension height can be reduced based on the road curvature, thereby reducing the vehicle's center of gravity shift and improving vehicle stability. When the road curvature is small, the centrifugal force is small, and the body roll is relatively slight. This relatively slight roll has a limited impact on the lateral shift of the vehicle's center of gravity and will not significantly change the vehicle's stability. Therefore, when the vehicle is traveling on a road with a small curvature, the suspension height can be increased, which is beneficial for improving 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 rough roads on the road ahead, by increasing the suspension height, the vehicle's chassis is raised off the ground, thereby preventing 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 rough roads. 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 indicates 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 a second suspension height to improve the stability of the vehicle. When the predicted road curvature is less than the road curvature threshold, it indicates 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 a second suspension height to improve the passability of the vehicle.

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

[0052] Because the second suspension height is determined based on the vehicle's driving mode, the predicted speed of the road ahead, and the predicted road curvature, when the vehicle's actual suspension height is adjusted to the second height, the vehicle will pass the road ahead at the second height. This prevents the vehicle's center of gravity from being too high, reducing lateral swing and improving ride smoothness. It also prevents insufficient suspension travel due to a low center of gravity, which could affect tire grip. When the vehicle passes the road ahead at the second height, body sway is reduced, making the vehicle's posture more stable, helping to prevent passengers from feeling dizzy or uncomfortable due to vehicle bumps and ensuring a comfortable ride.

[0053] The vehicle control method provided in this embodiment obtains the driving mode of the vehicle, the predicted speed of the vehicle passing 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 technical solution determines the suspension height according to the driving mode and considers the driver's preference in determining the suspension height. 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, thereby achieving 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 the lateral acceleration is, the smaller the impact of vehicle rollover is relatively small, and the suspension height can be increased to improve the vehicle's passability. Since 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 the suspension height are identified, and the suspension height is adjusted to the selected driving mode. The suspension height in the driving mode is set to achieve personalized suspension height setting, ensuring that the vehicle suspension height is consistent with the driver's expected height; by integrating the driving mode and the vehicle speed to comprehensively determine the first suspension height, it can not only actively adjust the suspension height based on the driver's personalized preferences, but also dynamically adjust 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 vehicle's center of gravity shift and improving the vehicle's stability; 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's 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 one 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." Road curvature and vehicle speed jointly determine the final adjustment value of suspension height. For example, at high speeds and large curvatures, the suspension height is further lowered to double suppress the risk of roll; at low speeds and large curvatures, the suspension height is appropriately lowered to balance passability and cornering stability. As shown in Table 2, Table 2 shows the second mapping relationships for 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, the second mapping relationship corresponding to the predicted road curvature is first determined, and then the second mapping relationship corresponding to the road curvature is queried 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. 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 between the road curvature, the vehicle speed and the suspension height adjustment value. This can shorten the time to obtain the target height adjustment value, facilitate completing the suspension height adjustment in a short time, and ensure the stability of the vehicle when passing the road ahead.

[0063] In one 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. If the predicted road curvature is greater than or equal to the curvature threshold, it indicates that the road ahead is a curve with a large curvature. When the vehicle is traveling on 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 body roll and the possibility of the vehicle rolling over. It also helps to make the vehicle steering more precise and responsive, making the vehicle driving more stable. Therefore, for curves with large curvature, the suspension height adjustment value corresponding to the predicted curvature and predicted vehicle speed is determined in Table 2 to correct the first suspension height to reduce the centrifugal force and vehicle center of gravity of the vehicle, thereby reducing the possibility of the vehicle rolling over.

[0066] In one 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. If the height difference is greater than or equal to a preset difference, it indicates that the height difference between the second suspension height and the actual suspension height of the vehicle is relatively large, and therefore the actual suspension height is adjusted to the second suspension height. If the height difference is less than the preset difference, it indicates that the second suspension height is relatively close to the actual suspension height of the vehicle, and the actual suspension height is considered to be equal to the second suspension height. Therefore, no adjustment is required to the actual suspension height of the vehicle, thereby reducing the burden on the suspension height adjustment mechanism, avoiding unnecessary adjustments, and reducing suspension wear.

[0069] In one 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 a preset gradient.

[0075] There are many types of roads, such as expressways, urban expressways, and rural roads. When the predicted road curvature is less than a curvature threshold, the road type of the road ahead is obtained. This can be done using a high-precision map. After obtaining the road type, the road type is matched with a preset road type. If the road type is a preset road type (such as an expressway), the predicted speed is corrected based on the vehicle's actual speed. That is, a weighted calculation is performed on the vehicle's actual speed and the predicted speed to obtain a corrected predicted speed:

[0076] Corrected predicted speed = actual speed * w1 + predicted 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, speed and suspension height to obtain a third suspension height; 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 location of the vehicle can be obtained, and the toll station near the location can be obtained using a high-precision map. 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 using the vehicle's actual speed helps avoid inaccurate suspension height determination when errors in the predicted speed exist, thereby improving the vehicle's handling stability on the road ahead.

[0082] In one 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 a 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 amount pre-set for adjusting the suspension height, such as a preset gradient of 2mm; for example, 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: raising the actual suspension height of the vehicle by 2mm for the first time, raising the actual suspension height of the vehicle by another 2mm for the second time, raising the actual suspension height of the vehicle by another 2mm for the third time, and raising the actual suspension height of the vehicle by another 2mm for the fourth time, and adjusting the actual suspension height of the vehicle to the first suspension height by raising the suspension height four times.

[0086] For example, if the preset road type is a highway, if the road type of the acquired 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 one 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, adjusting the actual suspension height to a second suspension height based on a preset gradient;

[0090] If the vehicle is congested, 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 a preset gradient.

[0093] Before adjusting the current actual suspension height, a determination is made as to whether the road ahead is congested. When the road ahead is congested, the vehicle tends to travel at a lower speed, often requiring frequent acceleration and deceleration, resulting in an unstable speed. When the vehicle is at a low and unstable speed, the suspension height requirement is different from when the vehicle is at a high and stable speed. Continuing to adjust the vehicle's suspension height to the second suspension height will cause the suspension height to not match the vehicle's actual speed at the congested section. The second suspension height cannot adapt to the frequent starts and stops and road bumps in the congested section, thus affecting the vehicle's handling stability. Therefore, when the road ahead is congested, the vehicle's suspension height is not adjusted in advance. Instead, the vehicle's suspension height is adjusted based on the vehicle's real-time speed and driving mode to match the suspension height with the vehicle's actual speed at the congested section, thereby improving vehicle stability. 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 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 one possible implementation, the predicted vehicle speed includes a first vehicle speed and a second vehicle speed, the first vehicle speed being a predicted vehicle speed when the vehicle passes a starting position on the road ahead, and the second vehicle speed being a predicted vehicle speed when the vehicle travels from the starting position to an end position on the road ahead, where the starting position and the end position are a preset distance apart.

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

[0097] Correcting the first vehicle speed and the second vehicle speed according to the actual vehicle speed 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 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;

[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 and the end position B are at a preset distance, 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 of the vehicle 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 speed is corrected according to the actual speed of the vehicle, that is, a weighted operation is performed on the actual speed of the vehicle and the first speed to obtain a first corrected 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 and the second speed to obtain the 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 and second corrected speeds, the first corrected speed is compared with the first speed threshold, and the second corrected speed is compared with the second speed threshold. If the first corrected speed is greater than or equal to the first speed threshold and the second corrected speed is greater than or equal to the second speed threshold, it indicates that the road ahead is not congested. If the first corrected speed is less than the first speed threshold and the second corrected speed is greater than or equal to the second speed threshold, it indicates that the road ahead is congested; if the first corrected speed is greater than or equal to the first speed threshold and the second corrected speed is less than the second speed threshold, it indicates that the road ahead is congested; if the first corrected speed is less than the first speed threshold and the second corrected 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, the deviation of the predicted vehicle speed can be eliminated, and the accuracy of judging 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 configured to acquire a driving mode of the vehicle, a predicted speed of the vehicle passing through the road ahead, and a predicted road curvature;

[0113] a determination module 302 for determining a first suspension height of a vehicle suspension according to a driving mode and a predicted vehicle speed;

[0114] A correction module 303 is 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 a 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 a 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, adjusting the actual suspension height to a second suspension height based on a preset gradient;

[0135] If the vehicle is congested, 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 a preset gradient.

[0138] In one possible implementation, the predicted vehicle speed includes a first vehicle speed and a second vehicle speed, the first vehicle speed being a predicted vehicle speed when the vehicle passes a starting position on the road ahead, and the second vehicle speed being a predicted vehicle speed when the vehicle travels from the starting position to an end position on the road ahead, where the starting position and the end position are a preset distance apart.

[0139] The adjustment module 304 is further configured to:

[0140] Correcting the first vehicle speed and the second vehicle speed according to the actual vehicle speed 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 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;

[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 only uses the division of the above-mentioned functional modules as an example when executing the vehicle control method. 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, and no further details will be given here.

[0145] like Figure 4 As shown, Figure 4 A structural schematic 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 executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided by an embodiment of the present application.

[0148] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[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 and 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 used in a vehicle, the processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes.

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

[0153] In addition, the device provided in the embodiments of the present application can 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 embodiment.

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

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

[0156] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods 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 distributed and completed by 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 this 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 merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, 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 content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection 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 based on 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; adjusting an actual suspension height of the vehicle suspension according to the second suspension height; The 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 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.

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 target height adjustment values ​​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; 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 obtaining, from a mapping relationship among the road curvature, the vehicle speed, and the suspension height adjustment value, the target height adjustment value corresponding to the predicted road curvature and the predicted vehicle speed includes: 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.

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 includes: 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, wherein After obtaining the road type of the road ahead, the method further includes: If 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.

6. 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 includes: 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 speed of the vehicle 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.

7. The method according to claim 6, 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 when the vehicle passes a starting point of the road ahead, and the second vehicle speed being the predicted vehicle speed when the vehicle travels from the starting point to an end point of the road ahead, the starting point being a preset distance away from the end point. 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 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 vehicle speed threshold, it is determined that the road ahead is congested.

8. A vehicle control device, characterized in that: The device comprises: an acquisition module, configured 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 for determining a first suspension height of a vehicle suspension based on 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 adjusting module, configured to adjust an actual suspension height of the vehicle suspension according to the second suspension height; The 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 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.

9. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is 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 7.

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