Vehicle control method and device

Abstract

This application discloses a vehicle control method and apparatus. After acquiring first driving information and first obstacle information of the vehicle, if it is determined that the vehicle is at risk based on the first driving information and first obstacle information, the two front wheels of the vehicle are controlled to deflect in opposite directions, or the two rear wheels of the vehicle are controlled to deflect in opposite directions. Second driving information and second obstacle information of the vehicle are acquired. If it is determined that the vehicle is at risk based on the second driving information and second obstacle information, the two front wheels of the vehicle are controlled to deflect in opposite directions, and the two rear wheels of the vehicle are controlled to deflect in opposite directions. Third driving information and third obstacle information of the vehicle are acquired. If it is determined that the vehicle is at risk based on the third driving information and third obstacle information, the two front wheels and two rear wheels of the vehicle are controlled to deflect towards the side where the obstacle is located. This improves the safety and effectiveness of emergency braking of the vehicle.

Description

Technical Field

[0001] This invention relates to the automotive field, and in particular to a vehicle control method and apparatus. Background Technology

[0002] Vehicle risk avoidance, as the name suggests, aims to mitigate risks. With the continuous increase in the number of cars worldwide, the number of traffic accidents has been rising year after year, making traffic accidents a major public nuisance in modern society. Statistics show that among all traffic accidents, car collisions (including collisions between vehicles and between vehicles and fixed objects) are the primary form. Secondly, collisions with pedestrians are the most tragic, and most car collisions are caused by factors such as excessive speed, insufficient following distance, and delayed braking.

[0003] To further improve road traffic safety and help drivers reduce operational errors, intelligent vehicle safety technologies, represented by Advanced Driver Assistance Systems (ADAS), have gradually gained attention and development in recent years. These systems assist drivers in adjusting the vehicle's trajectory and avoiding collisions through active intervention from actuators. They can save the lives of occupants in critical moments and have a promising market prospect.

[0004] Emergency braking refers to the driver's or vehicle's system intervening quickly and correctly using the brakes and steering to stop the vehicle within the shortest distance and avoid obstacles or dangerous vehicles when necessary in an emergency.

[0005] Existing vehicle emergency braking methods, including vehicle-mounted main control braking strategies under autonomous driving and advanced driver assistance system strategies under driver control, all exhibit characteristics of being simplistic, having mediocre effects, and poor stability. Under high speeds and adverse road conditions, the longer the braking distance, the worse the braking and hazard avoidance effect and the worse the stability. Summary of the Invention

[0006] To address the aforementioned technical problems, this application provides a vehicle control method and apparatus that improves emergency braking effectiveness by sequentially activating multiple emergency braking strategies through multiple calculations.

[0007] This application provides a vehicle control method, the method comprising:

[0008] Obtain the vehicle's initial driving information and the information about the first obstacle;

[0009] If it is determined that the vehicle is at risk based on the first driving information and the first obstacle information, then the two front wheels of the vehicle are controlled to deflect in opposite directions, or the two rear wheels of the vehicle are controlled to deflect in opposite directions.

[0010] Obtain the vehicle's second driving information and the second obstacle information;

[0011] If it is determined that the vehicle is at risk based on the second driving information and the second obstacle information, then the two front wheels of the vehicle are controlled to deflect in opposite directions, and the two rear wheels of the vehicle are controlled to deflect in opposite directions.

[0012] Obtain the vehicle's third driving information and third obstacle information;

[0013] If it is determined that the vehicle is at risk based on the third driving information and the third obstacle information, then the two front wheels and two rear wheels of the vehicle are controlled to veer towards the side where the obstacle is located, which is either the left or right side of the vehicle.

[0014] Optionally, the method further includes:

[0015] When controlling the two front wheels of the vehicle to deflect in opposite directions, the deflection angle of the front wheel on the side furthest from the obstacle is greater than the deflection angle of the front wheel on the side closest to the obstacle; and / or, when controlling the two rear wheels of the vehicle to deflect in opposite directions, the deflection angle of the rear wheel on the side furthest from the obstacle is greater than the deflection angle of the rear wheel on the side closest to the obstacle; and / or,

[0016] When controlling the two front wheels and two rear wheels of the vehicle to deflect toward the side where the obstacle is located, the deflection angle of the front wheel on the side away from the obstacle is controlled to be greater than the deflection angle of the front wheel on the side closer to the obstacle, and / or, the deflection angle of the rear wheel on the side away from the obstacle is controlled to be greater than the deflection angle of the rear wheel on the side closer to the obstacle.

[0017] Optionally, the method further includes:

[0018] If it is determined that the vehicle poses a risk, the tire pressure of the front wheels on the side away from the obstacle is controlled to be less than the tire pressure of the front wheels on the side closer to the obstacle; and / or, the tire pressure of the rear wheels on the side away from the obstacle is controlled to be less than the tire pressure of the rear wheels on the side closer to the obstacle.

[0019] Optionally, the method further includes:

[0020] If it is determined that the vehicle poses a risk, the vehicle height on the side furthest from the obstacle is controlled to be lower than the vehicle height on the side closest to the obstacle.

[0021] Optionally, after controlling the two front wheels and two rear wheels of the vehicle to deflect toward the side where the obstacle is located, the method further includes:

[0022] Obtain the vehicle's fourth driving information and fourth obstacle information;

[0023] If it is determined that the vehicle is at risk based on the fourth driving information and the fourth obstacle information, then the two front wheels of the vehicle are controlled to deflect in opposite directions, and the two rear wheels of the vehicle are controlled to deflect in opposite directions to deflate the two front wheels and the two rear wheels of the vehicle.

[0024] Optionally, the method further includes:

[0025] Obtain the vehicle's driving attitude information;

[0026] If it is determined that there is sideslip on the first side of the vehicle based on the vehicle's driving posture information, the vehicle's body height is adjusted; the adjustment of the vehicle's body height includes reducing the vehicle's body height on the first side, and / or increasing the vehicle's body height on the second side opposite to the first side.

[0027] Optionally, the method further includes:

[0028] Obtain the vehicle's driving attitude information;

[0029] If it is determined that there is sideslip on the first side of the vehicle based on the vehicle's driving posture information, the tire pressure of the vehicle's wheels is adjusted; the adjustment of the tire pressure of the vehicle's wheels includes reducing the tire pressure of the wheels on the first side of the vehicle, and / or increasing the tire pressure of the wheels on the second side of the vehicle.

[0030] Optionally, the method further includes:

[0031] Obtain the vehicle's driving attitude information;

[0032] If it is determined from the vehicle's driving posture information that there is sideslip on the first side of the vehicle, the wheels on the first side are controlled to deflect towards the second side.

[0033] Optionally, the method further includes:

[0034] If the difference between the tire pressure of the third wheel on the vehicle and the tire pressure of the fourth wheel on the opposite side of the third wheel is greater than a preset tire pressure value, or the difference between the compression of the suspension on the third side of the vehicle and the compression of the suspension on the fourth side of the vehicle is greater than a first compression difference value, or the difference between the compression of the wheel spring on the third side of the vehicle and the compression of the wheel spring on the fourth side of the vehicle is greater than a second compression difference value, then it is determined that the vehicle has a roll towards the third side.

[0035] If it is determined that the vehicle has a tilt toward the third side, then the vehicle height on the fourth side is reduced, and / or the vehicle height on the third side is increased.

[0036] This application provides a vehicle control device, the device comprising:

[0037] The first information acquisition unit is used to acquire the first driving information of the vehicle and the first obstacle information;

[0038] A first control unit is configured to, if it is determined that the vehicle is at risk based on the first driving information and the first obstacle information, control the two front wheels of the vehicle to deflect in opposite directions, or control the two rear wheels of the vehicle to deflect in opposite directions.

[0039] The second information acquisition unit is used to acquire the second driving information and the second obstacle information of the vehicle.

[0040] The second control unit is configured to, if it is determined that the vehicle is at risk based on the second driving information and the second obstacle information, control the two front wheels of the vehicle to deflect in opposite directions and control the two rear wheels of the vehicle to deflect in opposite directions.

[0041] The third information acquisition unit is used to acquire the third driving information and the third obstacle information of the vehicle;

[0042] The third control unit is configured to, if it is determined that the vehicle is at risk based on the third driving information and the third obstacle information, control the two front wheels and two rear wheels of the vehicle to deflect toward the side where the obstacle is located, which is either the left or right side of the vehicle.

[0043] Optionally, the device further includes:

[0044] Wheel yaw angle control unit, used for:

[0045] When controlling the two front wheels of the vehicle to deflect in opposite directions, the deflection angle of the front wheel on the side furthest from the obstacle is greater than the deflection angle of the front wheel on the side closer to the obstacle; and / or,

[0046] When controlling the two rear wheels of the vehicle to deflect in opposite directions, the deflection angle of the rear wheel on the side furthest from the obstacle is greater than the deflection angle of the rear wheel on the side closer to the obstacle; and / or,

[0047] When controlling the two front wheels and two rear wheels of the vehicle to deflect toward the side where the obstacle is located, the deflection angle of the front wheel on the side away from the obstacle is controlled to be greater than the deflection angle of the front wheel on the side closer to the obstacle, and / or, the deflection angle of the rear wheel on the side away from the obstacle is controlled to be greater than the deflection angle of the rear wheel on the side closer to the obstacle.

[0048] Optionally, the device further includes:

[0049] A wheel pressure control unit is configured to, if it is determined that the vehicle poses a risk, control the air pressure of the front wheels on the side away from the obstacle to be less than the air pressure of the front wheels on the side closer to the obstacle; and / or, control the air pressure of the rear wheels on the side away from the obstacle to be less than the air pressure of the rear wheels on the side closer to the obstacle.

[0050] Optionally, the device further includes:

[0051] A vehicle height control unit is used to control the vehicle's height on the side away from the obstacle to be lower than the vehicle's height on the side closer to the obstacle if it is determined that the vehicle poses a risk.

[0052] Optionally, the device further includes:

[0053] The fourth information acquisition unit is used to acquire the fourth driving information of the vehicle and the fourth obstacle information after the two front wheels and two rear wheels of the vehicle are controlled to deflect to the side where the obstacle is located.

[0054] The fourth control unit is configured to, if it is determined that the vehicle is at risk based on the fourth driving information and the fourth obstacle information, control the two front wheels of the vehicle to deflect in opposite directions and control the two rear wheels of the vehicle to deflect in opposite directions to deflate the two front wheels and two rear wheels of the vehicle.

[0055] Optionally, the device further includes:

[0056] Driving posture acquisition unit, used to acquire driving posture information of the vehicle;

[0057] A vehicle height control unit is configured to adjust the vehicle height if it is determined, based on the vehicle's driving posture information, that there is sideslip on a first side of the vehicle; the adjustment of the vehicle height includes lowering the vehicle height on the first side and / or increasing the vehicle height on a second side opposite to the first side.

[0058] Optionally, the device further includes:

[0059] Driving posture acquisition unit, used to acquire driving posture information of the vehicle;

[0060] A wheel pressure control unit is used to adjust the wheel pressure of a vehicle if it is determined that there is sideslip on the first side of the vehicle based on the vehicle's driving posture information; the adjustment of the wheel pressure includes reducing the wheel pressure on the first side of the vehicle and / or increasing the wheel pressure on the second side of the vehicle.

[0061] Optionally, the device further includes:

[0062] Driving posture acquisition unit, used to acquire driving posture information of the vehicle;

[0063] A deflection control unit is used to control the wheels on the first side to deflect to the second side if it is determined from the vehicle's driving posture information that there is sideslip on the first side of the vehicle.

[0064] Optionally, the device further includes:

[0065] The vehicle height control unit is configured to determine that the vehicle is tilting toward the third side if the difference between the tire pressure of the third side wheel and the tire pressure of the fourth side wheel is greater than a preset tire pressure value, or the difference between the compression of the suspension on the third side and the compression of the suspension on the fourth side is greater than a first compression difference value, or the difference between the compression of the wheel spring on the third side and the compression of the wheel spring on the fourth side is greater than a second compression difference value.

[0066] If it is determined that the vehicle has a tilt toward the third side, then the vehicle height on the fourth side is reduced, and / or the vehicle height on the third side is increased.

[0067] This application provides a vehicle control method and apparatus. After acquiring first driving information and first obstacle information of the vehicle, if it is determined that the vehicle is at risk based on the first driving information and first obstacle information, the two front wheels of the vehicle are controlled to deflect in opposite directions, or the two rear wheels of the vehicle are controlled to deflect in opposite directions, i.e., only the two wheels of the vehicle are controlled to deflect. Then, second driving information and second obstacle information of the vehicle are acquired. If it is determined that the vehicle is at risk based on the second driving information and second obstacle information, the two front wheels of the vehicle are controlled to deflect in opposite directions, and the two rear wheels of the vehicle are controlled to deflect in opposite directions, i.e., all four wheels of the vehicle are controlled to deflect. Then, third driving information and third obstacle information of the vehicle are acquired. If it is determined that the vehicle is at risk based on the third driving information and third obstacle information, the two front wheels and two rear wheels of the vehicle are controlled to deflect towards the side where the obstacle is located. The side where the obstacle is located refers to the left or right side of the vehicle. This causes the vehicle to deflect away from the obstacle while braking, thereby avoiding the obstacle. In this way, by detecting three different states, multiple emergency braking strategies are sequentially activated to improve the safety and effectiveness of emergency braking of the vehicle. Attached Figure Description

[0068] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings.

[0069] Figure 1 A flowchart of a vehicle control method provided in an embodiment of this application;

[0070] Figure 2 A schematic diagram of wheel deflection provided in an embodiment of this application;

[0071] Figure 3 This is another schematic diagram of wheel deflection provided in an embodiment of this application;

[0072] Figure 4 A schematic flowchart of a vehicle stability method provided in an embodiment of this application;

[0073] Figure 5 This is a schematic diagram of another vehicle control process provided in an embodiment of this application;

[0074] Figure 6 This is a structural block diagram of a vehicle control device provided in an embodiment of this application. Detailed Implementation

[0075] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the specific embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0076] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0077] The following description, in conjunction with the accompanying drawings, details the specific implementation of a vehicle control method and device provided in this application through embodiments.

[0078] refer to Figure 1 The diagram shown is a flowchart of a vehicle control method provided in an embodiment of this application. This method can achieve emergency braking and includes the following steps.

[0079] S101, Obtain the vehicle's first driving information and the first obstacle information.

[0080] S102, if it is determined that there is a risk to the vehicle based on the first driving information and the first obstacle information, then control the two front wheels of the vehicle to deflect in opposite directions, or control the two rear wheels of the vehicle to deflect in opposite directions.

[0081] In this embodiment, vehicle driving information and surrounding traffic conditions can be monitored to obtain vehicle driving information and obstacle information. The driving information acquired before emergency braking is recorded as the first driving information, and the obstacle information acquired before emergency braking is recorded as the first obstacle information. Obstacle information can be detected by an image acquisition module or a lidar acquisition module, and may include driving information of other vehicles, pedestrian location information, and location information of road debris. Driving information may include gear position, vehicle speed, acceleration, wheel deflection direction, etc.

[0082] In this embodiment of the application, the vehicle can be a four-wheel independent drive model, especially a four-wheel independent drive model using four wheel-side motors and four wheel hub motors as the drive system.

[0083] After acquiring the initial driving information and the initial obstacle information, it can be determined whether the vehicle poses a risk. If so, the vehicle needs to enter emergency braking mode; otherwise, the advanced driver assistance system will autonomously or with manual assistance take normal driving or braking measures. The acquisition of initial driving information and the initial obstacle information is continuous, so that when a risk is determined based on these information, the vehicle can be controlled to enter emergency braking mode, thereby improving driving safety.

[0084] Generally, when the predicted trajectory of the vehicle coincides with an obstacle based on the first driving information and the first obstacle information, a risk is identified, and the vehicle enters emergency braking mode. Alternatively, when the predicted trajectory of the vehicle coincides with an obstacle based on the first driving information and the first obstacle information, the vehicle's braking system can be activated. If the braking system fails to activate properly or the braking force of the vehicle's braking system is insufficient, a risk is identified, and the vehicle enters emergency braking mode.

[0085] Determining whether a vehicle poses a risk based on the first driving information and the first obstacle information needs to be done within a short period of time, which can be less than the first threshold time. This allows the vehicle to enter emergency braking mode even when a risk is detected, thus improving the vehicle's responsiveness.

[0086] In this embodiment, the emergency braking mode includes control modes under various emergency braking strategies. The first emergency braking strategy is a two-wheel plowshare braking strategy. When a risk is determined to exist for the vehicle based on first driving information and first obstacle information, the vehicle can be controlled to enter the control mode under the two-wheel plowshare braking strategy. Under this strategy, the two front wheels of the vehicle can be controlled to deflect in opposite directions, or the two rear wheels can be controlled to deflect in opposite directions. This increases wheel friction and reduces vehicle speed while maintaining the vehicle's direction of motion. The degree of deflection of the two rear wheels in opposite directions can be the same or different, and the degree of deflection of the two front wheels in opposite directions can also be the same or different. The degree of deflection is represented by the angle between the deflection direction and the front of the vehicle. That is, both front wheels can deflect inwards or outwards, and both rear wheels can deflect inwards or outwards. Inward deflection means that the front side of the wheel is closer to the vehicle's centerline than the rear side, and outward deflection means that the rear side of the wheel is closer to the vehicle's centerline than the front side.

[0087] Specifically, the motors of the two front wheels can be controlled to move in opposite directions to cause the two front wheels to deflect in opposite directions; or, the motors of the two rear wheels can be controlled to move in opposite directions to cause the two rear wheels to deflect in opposite directions. (Reference) Figure 2 As shown, this is a schematic diagram of wheel deflection provided in an embodiment of this application. Both front wheels deflect inwards, while the two rear wheels do not deflect, thereby reducing the vehicle speed.

[0088] S103, obtain the vehicle's second driving information and the second obstacle information.

[0089] S104, if it is determined that there is a risk to the vehicle based on the second driving information and the second obstacle information, then the two front wheels of the vehicle are controlled to deflect in opposite directions, and the two rear wheels of the vehicle are controlled to deflect in opposite directions.

[0090] In this embodiment, after the vehicle enters the control mode under the first emergency braking strategy, i.e., the control mode under the two-wheel plowshare braking strategy, the vehicle's driving information and the traffic conditions around the vehicle can be monitored to obtain the vehicle's driving information and obstacle information. Here, the driving information obtained under the first emergency braking strategy is recorded as the second driving information, and the obstacle information obtained under the first emergency braking strategy is recorded as the second obstacle information. The specific information of the second driving information and the second obstacle information can be referred to the first driving information and the first obstacle information.

[0091] After acquiring the second driving information and the second obstacle information, it can be determined whether the vehicle poses a risk. If so, the vehicle needs to enter a higher-level emergency braking mode. If not, the first emergency braking strategy can be maintained, and the vehicle can enter a normal driving or normal braking state, depending on the actual situation. The acquisition of second driving information and the second obstacle information is continuously performed so that when a risk is determined based on these information, the vehicle can be controlled to enter a higher-level emergency braking mode, thereby improving vehicle driving safety.

[0092] Generally, when the predicted vehicle trajectory coincides with an obstacle based on second driving information and second obstacle information, a risk is identified, and an emergency braking mode of a higher degree of urgency is initiated. Alternatively, when the predicted vehicle trajectory coincides with an obstacle based on second driving information and second obstacle information, the vehicle's braking system can be activated to increase braking force. If the braking system fails to activate properly or the braking force is insufficient, a risk is identified, and an emergency braking mode of a higher degree of urgency is initiated.

[0093] In this embodiment, the control mode under the emergency braking strategy may further include a second emergency braking strategy. This second emergency braking strategy corresponds to a higher level of urgency compared to the first. The second emergency braking strategy can be a four-wheel plowshare braking strategy. That is, when a risk is determined to exist for the vehicle based on the second driving information and the second obstacle information, the vehicle can be controlled to enter the control mode under the four-wheel plowshare braking strategy. Under this strategy, the two front wheels and the two rear wheels of the vehicle can be controlled to deflect in opposite directions. This increases wheel friction and reduces vehicle speed while maintaining the vehicle's direction of motion. The degree of deflection of the two rear wheels in opposite directions can be the same or different, and the degree of deflection of the two front wheels in opposite directions can also be the same or different. The degree of deflection can be represented by the deflection angle, which is the angle between the direction of the wheel's deflection and the front of the vehicle. The front of the vehicle is determined based on the direction of the vehicle's front and rear centerlines. Specifically, both front wheels can deflect inwards or outwards, and both rear wheels can deflect inwards or outwards. Wheel inward deflection means that the front of the wheel is closer to the vehicle's center line than the rear, while wheel outward deflection means that the rear of the wheel is closer to the vehicle's center line than the front.

[0094] Specifically, the motors of the two front wheels can be controlled to move in opposite directions, causing the two front wheels to deflect in opposite directions; similarly, the motors of the two rear wheels can be controlled to move in opposite directions, causing the two rear wheels to deflect in opposite directions. (Reference) Figure 3 As shown, this is another wheel deflection diagram provided in an embodiment of this application, in which both front wheels deflect inward and both rear wheels deflect inward, thereby further reducing the vehicle speed.

[0095] S105, obtain third driving information of the vehicle and third obstacle information.

[0096] S106, if it is determined that there is a risk to the vehicle based on the third driving information and the third obstacle information, then control the two front wheels and two rear wheels of the vehicle to deflect towards the side where the obstacle is located.

[0097] In this embodiment, after the vehicle enters the control mode under the second emergency braking strategy, namely the control mode under the four-wheel plowshare braking strategy, the vehicle's driving information and the traffic conditions around the vehicle can be monitored to obtain the vehicle's driving information and obstacle information. Here, the driving information obtained under the second emergency braking strategy is recorded as the third driving information, and the obstacle information obtained under the second emergency braking strategy is recorded as the third obstacle information. The specific information of the third driving information and the third obstacle information can be referred to the first driving information and the first obstacle information.

[0098] After acquiring third-party driving information and third-party obstacle information, it can be determined whether the vehicle poses a risk. If so, the vehicle needs to enter a higher-level emergency braking mode. If not, the second emergency braking strategy can be maintained, or the vehicle can enter a normal driving or normal braking state, depending on the actual situation. Continuous acquisition of third-party driving information and third-party obstacle information is crucial to controlling the vehicle to enter a higher-level emergency braking mode when a risk is determined based on these information, thereby improving vehicle driving safety.

[0099] Generally, when the vehicle's trajectory is predicted to coincide with an obstacle based on third-party driving information and obstacle information, a risk is identified, and the system enters the highest level of emergency braking. Alternatively, when the vehicle's trajectory is predicted to coincide with an obstacle based on third-party driving information and obstacle information, the system can be activated to further increase braking force. If the braking system fails to activate properly or the braking force is insufficient, a risk is identified, and the system enters an even higher level of emergency braking.

[0100] In this embodiment, the control mode under the emergency braking strategy may further include a third emergency braking strategy. This third emergency braking strategy corresponds to a higher level of urgency compared to the second emergency braking strategy. The third emergency braking strategy can be a four-wheel offset strategy. That is, when it is determined that the vehicle faces a risk based on third driving information and third obstacle information, the vehicle can be controlled to enter the control mode under the four-wheel offset strategy. Under this strategy, the two front wheels and two rear wheels of the vehicle can be controlled to deflect towards the side where the obstacle is located, so that the vehicle deflects away from the obstacle. The side where the obstacle is located refers to the left or right side of the vehicle. The left side includes the left front side, left rear side, and directly left side; the right side includes the right front side, right rear side, and directly right side.

[0101] In this designation, the side containing the obstacle is the side closest to the vehicle. By shifting the vehicle away from the obstacle, the distance between the vehicle and the obstacle is increased, thus mitigating the risk of a collision. The degree of deflection of the two rear wheels towards the obstacle can be the same or different, as can the degree of deflection of the two front wheels. The degree of deflection is represented by the deflection angle, which is the angle between the direction the wheel deflects and the front of the vehicle. The front of the vehicle is determined by the direction of the vehicle's centerline.

[0102] In this embodiment, after the vehicle enters the control mode under the third emergency braking strategy, namely the control mode under the four-wheel offset strategy, the vehicle's driving information and the traffic conditions around the vehicle can be monitored to obtain the vehicle's driving information and obstacle information. Here, the driving information obtained under the third emergency braking strategy is recorded as the fourth driving information, and the obstacle information obtained under the third emergency braking strategy is recorded as the fourth obstacle information. The specific information of the fourth driving information and the fourth obstacle information can be referred to the first driving information and the first obstacle information.

[0103] After acquiring the fourth driving information and the fourth obstacle information, it can be determined whether the vehicle poses a risk. If so, the vehicle needs to enter a higher-level emergency braking mode. If not, the third emergency braking strategy can be maintained, or the vehicle can enter a normal driving or normal braking state, depending on the actual situation. The acquisition of fourth driving information and the fourth obstacle information is continuously performed so that when a risk is determined based on these information, the vehicle can be controlled to enter a higher-level emergency braking mode, thereby improving vehicle driving safety.

[0104] Generally, when the vehicle's trajectory is predicted to coincide with an obstacle based on fourth-order driving information and fourth-order obstacle information, a risk is identified, and the system enters the highest level of emergency braking. Alternatively, when the vehicle's trajectory is predicted to coincide with an obstacle based on fourth-order driving information and fourth-order obstacle information, the system can be activated to further increase braking force. If the braking system fails to activate properly or the braking force is insufficient, a risk is identified, and the system enters an even higher level of emergency braking.

[0105] In this embodiment, the control mode under the emergency braking strategy may further include a fourth emergency braking strategy. Compared with the third emergency braking strategy, the fourth emergency braking strategy corresponds to an emergency braking mode with a higher degree of urgency. The fourth emergency braking strategy can be a four-wheel plow brake + deflation strategy. That is, when it is determined that there is a risk to the vehicle based on the fourth driving information and the fourth obstacle information, the vehicle can be controlled to enter the control mode under the four-wheel plow brake + deflation strategy. Under this strategy, the two front wheels of the vehicle can be controlled to deflect in opposite directions, and the two rear wheels of the vehicle can be controlled to deflect in opposite directions to deflate the two front wheels and the two rear wheels of the vehicle, so as to increase the friction between the wheels and the ground, so that the vehicle can avoid obstacles or reduce the impact speed, thereby reducing damage.

[0106] The above four emergency braking strategies enable sequential judgment, tiered application, and mutual coordination among them, allowing for real-time intervention and control of the vehicle. This allows for real-time adjustments to the vehicle's trajectory to adapt to various emergencies, ensuring a higher probability of successful hazard avoidance and improving overall vehicle stability and safety. In practice, any emergency braking strategy can be selected based on the actual braking requirements. The snowplow braking strategy increases the contact area between the wheels and the ground, while active tire deflation further increases this contact area and maximizes wheel-ground friction, thereby enhancing braking effectiveness and minimizing braking distance.

[0107] This application provides a vehicle control method. After acquiring first driving information and first obstacle information of the vehicle, if it is determined that the vehicle is at risk based on the first driving information and first obstacle information, the method controls the two front wheels of the vehicle to deflect in opposite directions, or controls the two rear wheels of the vehicle to deflect in opposite directions, i.e., only controls the two wheels of the vehicle to deflect. Then, the method acquires second driving information and second obstacle information. If it is determined that the vehicle is at risk based on the second driving information and second obstacle information, the method controls the two front wheels of the vehicle to deflect in opposite directions, and controls the two rear wheels of the vehicle to deflect in opposite directions, i.e., controls all four wheels of the vehicle to deflect. Then, the method acquires third driving information and third obstacle information. If it is determined that the vehicle is at risk based on the third driving information and third obstacle information, the method controls the two front wheels and two rear wheels of the vehicle to deflect towards the side where the obstacle is located. The side where the obstacle is located refers to the left or right side of the vehicle. This causes the vehicle to deflect away from the obstacle while braking, thereby avoiding the obstacle. By detecting three different states, multiple emergency braking strategies are sequentially activated to improve the safety and effectiveness of emergency braking of the vehicle.

[0108] In this embodiment, during the emergency braking process using the aforementioned four emergency braking strategies, a steering assist strategy can also be used to control the vehicle. This allows for comprehensive adjustment of the steering angle and travel path based on the actual obstacle avoidance situation to avoid obstacles. The steering assist strategy may include at least one of the following strategies: wheel yaw angle assist strategy, vehicle height assist strategy, and wheel air pressure assist strategy. Compared to simply controlling the wheels directly for steering during braking, this improves vehicle steering safety and reduces secondary accidents caused by vehicle instability and rollover, even at higher speeds or in poor road conditions.

[0109] Specifically, regarding the wheel deflection angle assistance strategy, when controlling the two front wheels of the vehicle to deflect in opposite directions, the deflection angle of the front wheel on the side farther from the obstacle is controlled to be greater than the deflection angle of the front wheel on the side closer to the obstacle; and / or, when controlling the two rear wheels of the vehicle to deflect in opposite directions, the deflection angle of the rear wheel on the side farther from the obstacle is controlled to be greater than the deflection angle of the rear wheel on the side closer to the obstacle.

[0110] In other words, in four-wheel plow braking mode and four-wheel plow braking + deflation mode, the deflection angle of the front wheel on the side furthest from the obstacle can be controlled to be greater than the deflection angle of the front wheel on the side closest to the obstacle, and the deflection angle of the rear wheel on the side furthest from the obstacle can be greater than the deflection angle of the rear vehicle on the side closest to the obstacle. In two-wheel plow braking mode, the deflection angle of the front wheel on the side furthest from the obstacle can be controlled to be greater than the deflection angle of the front wheel on the side closest to the obstacle, or the deflection angle of the rear wheel on the side furthest from the obstacle can be greater than the deflection angle of the rear vehicle on the side closest to the obstacle.

[0111] Furthermore, when controlling the two front wheels and two rear wheels of the vehicle to deflect toward the side where the obstacle is located, the deflection angle of the front wheel on the side farther from the obstacle can be controlled to be greater than the deflection angle of the front wheel on the side closer to the obstacle, and the deflection angle of the rear wheel on the side farther from the obstacle can also be controlled to be greater than the deflection angle of the rear wheel on the side closer to the obstacle.

[0112] Taking an obstacle on the right side of the vehicle, requiring the vehicle's trajectory to veer to the left as an example, the deflection angle of the left front wheels can be set to be greater than that of the right front wheels, and / or, the deflection angle of the left rear wheels can be greater than that of the right rear wheels. That is, α 左 >α 右 At this moment, the frictional force on the left tire is greater than that on the right tire, f 左 >f 右 The vehicle's trajectory will be to the left. Conversely, if the vehicle's trajectory needs to be deflected to the right: α 左 <α 右 At this time f 左 <f 右 .

[0113] Regarding the vehicle height assist strategy, specifically, when a risk is determined to exist for the vehicle, the vehicle height on the side furthest from the obstacle can be controlled to be lower than the vehicle height on the side closest to the obstacle. In other words, while the aforementioned four emergency braking strategies are being executed, vehicle height can also be adjusted to assist steering. Specifically, this can be done through active suspension, adjustable wheel diameter wheels, etc. For example, if the obstacle is on the right side of the vehicle and the vehicle's trajectory needs to be shifted to the left, the left side of the vehicle can be set to be lower than the right side, i.e., h...左 <h 右 When the vehicle's center of gravity is on the left, the vehicle's trajectory is to the left. Conversely, when the vehicle's trajectory needs to shift to the right, h... 左 h 右 The vehicle's center of gravity is on the right, and the vehicle's trajectory is to the right.

[0114] Specifically, regarding wheel pressure assist strategies, when a risk to the vehicle is determined, the tire pressure of the front wheels on the side furthest from the obstacle can be controlled to be lower than the tire pressure of the front wheels on the side closest to the obstacle; and / or, the tire pressure of the rear wheels on the side furthest from the obstacle can be controlled to be lower than the tire pressure of the rear wheels on the side closest to the obstacle. In other words, while the aforementioned four emergency braking strategies are being executed, wheel pressure assist steering can also be adjusted simultaneously. For example, if the obstacle is on the right side of the vehicle, and the vehicle's trajectory needs to be shifted to the left, the tire pressure of the left wheels can be adjusted to be lower than the tire pressure of the right wheels, i.e., p... 左 <p 右 At this moment, the frictional force on the left tire is greater than that on the right tire, f 左 >f 右 The vehicle's path will be to the left. Conversely, if the vehicle's path needs to be deflected to the right: p 左 >p 右 At this time f 左 <f 右 .

[0115] In this embodiment, in addition to the above-mentioned emergency braking strategy and auxiliary steering strategy, the vehicle can also be controlled by a vehicle stability strategy. The vehicle stability strategy can be judged, applied in stages, and cooperated with the aforementioned emergency braking strategy and auxiliary steering strategy in sequence. While maximizing the reduction of braking distance, it can also freely adjust the steering angle and driving route. It can stabilize the vehicle's center of gravity and driving posture during normal driving or emergency braking, and realize free and effective braking, steering, and stabilization methods. This ensures the handling, stability, and safety of the vehicle during driving, and achieves excellent braking and hazard avoidance effects under different emergency braking and hazard avoidance conditions and requirements, so as to maximize the stability and safety of the vehicle in emergency braking and normal driving conditions.

[0116] Vehicle stability strategies can include three types: adjusting vehicle height, adjusting tire pressure, and adjusting wheel yaw. (See reference...) Figure 4 The diagram shown is a flowchart illustrating a vehicle stability method provided in an embodiment of this application. The method may include:

[0117] S401, obtain vehicle driving attitude information.

[0118] In this embodiment, during normal vehicle operation or in emergency braking mode, it can be determined whether the vehicle is sideslipping. If sideslip is present, the vehicle can be controlled using a vehicle stability method to stabilize the vehicle body. While controlling the vehicle using the vehicle stability method, the vehicle can operate normally or undergo emergency braking simultaneously. Therefore, vehicle attitude information can be acquired during normal vehicle operation or in emergency braking mode. This attitude information may include sideslip parameters, wheel pressure, etc. Sideslip parameters may include wheel slip direction, slip distance, rotation state, etc. The vehicle's sideslip parameters can be collected by the vehicle stability control system (VSC).

[0119] For example, when a vehicle is subjected to external forces, such as crosswinds, due to the difference in weight between the front and rear of the vehicle, the wheels on the lighter side of the vehicle experience lower pressure, making them more susceptible to sideslip caused by strong crosswinds. In this case, the vehicle's sideslip parameters can be obtained to control the vehicle and improve its stability.

[0120] S402, if it is determined from the vehicle's driving posture information that there is sideslip on the first side of the vehicle, the vehicle's body height will be adjusted.

[0121] After obtaining the vehicle's driving posture information, if it is determined that the vehicle has sideslipped on its first side, the vehicle's height can be adjusted. Specifically, the vehicle's height on the first side can be lowered, and / or the height of the wheels on the second side opposite to the first side can be increased, thereby shifting the vehicle's center of gravity towards the side of sideslip to stabilize the vehicle. The first side can be any one or more of the front, left, right, and rear sides; typically, it can be one side of the vehicle or two adjacent sides.

[0122] Determining whether a vehicle is skidding based on its driving attitude information needs to be done within a short time, which can be less than the second threshold time. This allows the vehicle to enter stability control mode immediately upon detecting skidding, improving the vehicle's responsiveness. If the vehicle is not skidding, there is no need to control the vehicle according to the stability strategy.

[0123] S403 If it is determined from the vehicle's driving posture information that there is sideslip on the first side of the vehicle, the tire pressure of the vehicle's wheels will be adjusted.

[0124] After obtaining the vehicle's driving posture information, if it is determined that there is sideslip on the first side of the vehicle based on the driving posture information, the tire pressure of the vehicle's wheels can be adjusted. Specifically, the tire pressure of the first side of the vehicle's wheels can be reduced, and / or the tire pressure of the second side of the vehicle's wheels can be increased. This will shift the vehicle's center of gravity towards the side of sideslip, thereby stabilizing the vehicle body.

[0125] It should be noted that when a vehicle is operating normally, the tire pressure of all four wheels is usually the same, or the tire pressure of the two front wheels is the same, and the tire pressure of the two rear wheels is the same.

[0126] S404: If it is determined from the vehicle's driving posture information that there is sideslip on the first side of the vehicle, then the wheels on the first side are controlled to deflect to the second side.

[0127] After obtaining the vehicle's driving posture information, if it is determined that there is sideslip on the first side of the vehicle based on the driving posture information, the amount of sideslip can be corrected to a certain extent.

[0128] S402, S403, and S404 can be executed simultaneously or in any order. For example, adjusting the vehicle height can have a higher priority. That is, after determining that there is a sideslip on the first side of the vehicle based on the vehicle's driving posture information, S402 can be executed first, followed by S403 and S404.

[0129] In this embodiment, if the difference between the tire pressure of the third wheel on the vehicle and the tire pressure of the fourth wheel on the opposite side of the third wheel is greater than a preset tire pressure value, then either, the difference between the compression of the suspension on the third side of the vehicle and the compression of the suspension on the fourth side of the vehicle is greater than a first compression difference, or, the difference between the compression of the wheel spring on the third side of the vehicle and the compression of the wheel spring on the fourth side of the vehicle is greater than a second compression difference, it can be determined that the vehicle has a roll from the fourth side to the third side. In this case, the vehicle height on the fourth side can be reduced, and / or the wheel height on the third side can be increased to avoid severe roll. The third side can be any one of the front, left, right, or rear sides, and the wheel pressure can be obtained through a pressure sensor.

[0130] The following describes a control process that combines emergency braking, vehicle stability, and assisted steering strategies. (Refer to...) Figure 5 The diagram shown is a schematic representation of another vehicle control process provided in an embodiment of this application. This process may include:

[0131] S501, obtain vehicle driving attitude information.

[0132] S502, determine whether there is sideslip on the first side of the vehicle based on the driving posture information. If yes, execute S503, S504 and S505. If no, execute S506. In S503, adjust the vehicle's body height. In S504, adjust the vehicle's wheel pressure. In S505, control the wheels on the first side to deflect to the second side.

[0133] After S503, S504 and S505, S506 can be executed to obtain the vehicle's first driving information and the first obstacle information.

[0134] S507: Determine whether there is a risk to the vehicle based on the first driving information and the first obstacle information. If so, proceed to S508: Control the vehicle using a two-wheel plow brake strategy. If not, proceed to S509: The advanced driver assistance system will autonomously or with manual assistance perform normal driving or braking measures, and then return to S501.

[0135] After S508, S510 can be executed to obtain the vehicle's second driving information and the second obstacle information.

[0136] S511, determine whether there is a risk to the vehicle based on the second driving information and the second obstacle information. If so, proceed to S512, control the vehicle according to the four-wheel plowshare braking strategy. If not, proceed to S509.

[0137] After S512, S513 can be executed to obtain the vehicle's third driving information and third obstacle information.

[0138] S514, determine whether there is a risk to the vehicle based on the third driving information and the third obstacle information. If so, execute S515, control the two front wheels and two rear wheels of the vehicle to veer towards the side where the obstacle is located. If not, execute S509.

[0139] After S515, S516 can be executed to obtain the fourth driving information and the fourth obstacle information.

[0140] S517, determine whether there is a risk to the vehicle based on the fourth driving information and the fourth obstacle information. If so, execute S518, control the vehicle using a four-wheel plow brake + deflation strategy. If not, execute S509.

[0141] After S508, S512, S515 and S518, S519 can be executed to control the vehicle according to the steering assist strategy.

[0142] Based on the above vehicle control method, this application also provides a vehicle control device, see reference. Figure 6 The diagram shown is a structural block diagram of a vehicle control device provided in an embodiment of this application. The vehicle control device may include:

[0143] The first information acquisition unit 110 is used to acquire the first driving information of the vehicle and the first obstacle information;

[0144] The first control unit 120 is configured to, if it is determined that the vehicle is at risk based on the first driving information and the first obstacle information, control the two front wheels of the vehicle to deflect in opposite directions, or control the two rear wheels of the vehicle to deflect in opposite directions.

[0145] The second information acquisition unit 130 is used to acquire the second driving information and the second obstacle information of the vehicle.

[0146] The second control unit 140 is configured to, if it is determined that the vehicle is at risk based on the second driving information and the second obstacle information, control the two front wheels of the vehicle to deflect in opposite directions and control the two rear wheels of the vehicle to deflect in opposite directions.

[0147] The third information acquisition unit 150 is used to acquire the third driving information and the third obstacle information of the vehicle.

[0148] The third control unit 160 is configured to, if it is determined that the vehicle is at risk based on the third driving information and the third obstacle information, control the two front wheels and two rear wheels of the vehicle to deflect toward the side where the obstacle is located, which is either the left or right side of the vehicle.

[0149] Optionally, the device further includes:

[0150] Wheel yaw angle control unit, used for:

[0151] When controlling the two front wheels of the vehicle to deflect in opposite directions, the deflection angle of the front wheel on the side furthest from the obstacle is greater than the deflection angle of the front wheel on the side closer to the obstacle; and / or,

[0152] When controlling the two rear wheels of the vehicle to deflect in opposite directions, the deflection angle of the rear wheel on the side furthest from the obstacle is greater than the deflection angle of the rear wheel on the side closer to the obstacle; and / or,

[0153] When controlling the two front wheels and two rear wheels of the vehicle to deflect toward the side where the obstacle is located, the deflection angle of the front wheel on the side away from the obstacle is controlled to be greater than the deflection angle of the front wheel on the side closer to the obstacle, and / or, the deflection angle of the rear wheel on the side away from the obstacle is controlled to be greater than the deflection angle of the rear wheel on the side closer to the obstacle.

[0154] Optionally, the device further includes:

[0155] A wheel pressure control unit is configured to, if it is determined that the vehicle poses a risk, control the air pressure of the front wheels on the side away from the obstacle to be less than the air pressure of the front wheels on the side closer to the obstacle; and / or, control the air pressure of the rear wheels on the side away from the obstacle to be less than the air pressure of the rear wheels on the side closer to the obstacle.

[0156] Optionally, the device further includes:

[0157] A vehicle height control unit is used to control the vehicle's height on the side away from the obstacle to be lower than the vehicle's height on the side closer to the obstacle if it is determined that the vehicle poses a risk.

[0158] Optionally, the device further includes:

[0159] The fourth information acquisition unit is used to acquire the fourth driving information of the vehicle and the fourth obstacle information after the two front wheels and two rear wheels of the vehicle are controlled to deflect to the side where the obstacle is located.

[0160] The fourth control unit is configured to, if it is determined that the vehicle is at risk based on the fourth driving information and the fourth obstacle information, control the two front wheels of the vehicle to deflect in opposite directions and control the two rear wheels of the vehicle to deflect in opposite directions to deflate the two front wheels and two rear wheels of the vehicle.

[0161] Optionally, the device further includes:

[0162] Driving posture acquisition unit, used to acquire driving posture information of the vehicle;

[0163] A vehicle height control unit is configured to adjust the vehicle height if it is determined, based on the driving posture information, that there is sideslip on the first side of the vehicle; the adjustment of the vehicle height includes lowering the vehicle height on the first side and / or increasing the vehicle height on the second side opposite to the first side.

[0164] Optionally, the device further includes:

[0165] Driving posture acquisition unit, used to acquire driving posture information of the vehicle;

[0166] A wheel pressure control unit is used to adjust the wheel pressure of the vehicle if it is determined from the driving posture information that there is sideslip on the first side of the vehicle; the adjustment of the wheel pressure includes reducing the wheel pressure on the first side of the vehicle and / or increasing the wheel pressure on the second side of the vehicle.

[0167] Optionally, the device further includes:

[0168] A driving posture acquisition unit is used to acquire the driving posture information of the vehicle.

[0169] A deflection control unit is used to control the wheels on the first side to deflect towards the second side if it is determined from the driving posture information that there is sideslip on the first side of the vehicle.

[0170] Optionally, the device further includes:

[0171] The vehicle height control unit is configured to determine that the vehicle is tilting toward the third side if the difference between the tire pressure of the third side wheel and the tire pressure of the fourth side wheel is greater than a preset tire pressure value, or the difference between the compression of the suspension on the third side and the compression of the suspension on the fourth side is greater than a first compression difference value, or the difference between the compression of the wheel spring on the third side and the compression of the wheel spring on the fourth side is greater than a second compression difference value.

[0172] If it is determined that the vehicle has a tilt toward the third side, then the vehicle height on the fourth side is reduced, and / or the vehicle height on the third side is increased.

[0173] This application provides a vehicle control device. After acquiring first driving information and first obstacle information of the vehicle, if it is determined that the vehicle is at risk based on the first driving information and first obstacle information, the device controls the two front wheels of the vehicle to deflect in opposite directions, or controls the two rear wheels of the vehicle to deflect in opposite directions, i.e., only controls the two wheels of the vehicle to deflect. Then, it acquires second driving information and second obstacle information of the vehicle. If it is determined that the vehicle is at risk based on the second driving information and second obstacle information, the device controls the two front wheels of the vehicle to deflect in opposite directions, and controls the two rear wheels of the vehicle to deflect in opposite directions, i.e., controls all four wheels of the vehicle to deflect. Then, it acquires third driving information and third obstacle information of the vehicle. If it is determined that the vehicle is at risk based on the third driving information and third obstacle information, the device controls the two front wheels and two rear wheels of the vehicle to deflect towards the side where the obstacle is located. The side where the obstacle is located refers to the left or right side of the vehicle. This causes the vehicle to deflect away from the obstacle while braking, thereby avoiding the obstacle. By detecting three different states, multiple emergency braking strategies are sequentially activated to improve the safety and effectiveness of emergency braking of the vehicle.

[0174] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that all or part of the steps in the methods of the above embodiments can be implemented by means of software plus a general-purpose hardware platform. Based on this understanding, the technical solution of this application can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as a read-only memory (ROM) / RAM, magnetic disk, optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, a server, or a network communication device such as a router) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0175] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0176] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0177] The above description is merely a preferred embodiment of this application. Although this application has disclosed preferred embodiments above, it is not intended to limit this application. Any person skilled in the art can make many possible variations and modifications to the technical solutions of this application using the methods and techniques disclosed above, or modify them into equivalent embodiments with equivalent changes, without departing from the scope of the technical solutions of this application. Therefore, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solutions of this application shall still fall within the protection scope of the technical solutions of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain the vehicle's initial driving information and the information about the first obstacle; If it is determined that the vehicle is at risk based on the first driving information and the first obstacle information, then the vehicle is controlled to enter the first emergency braking strategy; under the first emergency braking strategy, the two front wheels of the vehicle are controlled to deflect in opposite directions, or the two rear wheels of the vehicle are controlled to deflect in opposite directions. The vehicle's second driving information and second obstacle information are obtained, wherein the second driving information is the driving information obtained under the first emergency braking strategy, and the second obstacle information is the obstacle information obtained under the first emergency braking strategy. If it is determined that the vehicle poses a risk based on the second driving information and the second obstacle information, then the vehicle is controlled to enter a second emergency braking strategy; under the second emergency braking strategy, the two front wheels of the vehicle are controlled to deflect in opposite directions, and the two rear wheels of the vehicle are controlled to deflect in opposite directions. The vehicle's third driving information and third obstacle information are obtained, wherein the third driving information is the driving information obtained under the second emergency braking strategy, and the third obstacle information is the obstacle information obtained under the second emergency braking strategy. If it is determined that the vehicle is at risk based on the third driving information and the third obstacle information, then the two front wheels and two rear wheels of the vehicle are controlled to veer towards the side where the obstacle is located, which is either the left or right side of the vehicle.

2. The method according to claim 1, characterized in that, The method further includes: When controlling the two front wheels of the vehicle to deflect in opposite directions, the deflection angle of the front wheel on the side furthest from the obstacle is greater than the deflection angle of the front wheel on the side closest to the obstacle; and / or, when controlling the two rear wheels of the vehicle to deflect in opposite directions, the deflection angle of the rear wheel on the side furthest from the obstacle is greater than the deflection angle of the rear wheel on the side closest to the obstacle; and / or, When controlling the two front wheels and two rear wheels of the vehicle to deflect toward the side where the obstacle is located, the deflection angle of the front wheel on the side away from the obstacle is controlled to be greater than the deflection angle of the front wheel on the side closer to the obstacle, and / or, the deflection angle of the rear wheel on the side away from the obstacle is controlled to be greater than the deflection angle of the rear wheel on the side closer to the obstacle.

3. The method according to claim 1, characterized in that, The method further includes: If it is determined that the vehicle poses a risk, the tire pressure of the front wheels on the side away from the obstacle is controlled to be less than the tire pressure of the front wheels on the side closer to the obstacle; and / or, the tire pressure of the rear wheels on the side away from the obstacle is controlled to be less than the tire pressure of the rear wheels on the side closer to the obstacle.

4. The method according to claim 1, characterized in that, The method further includes: If it is determined that the vehicle poses a risk, the vehicle height on the side furthest from the obstacle is controlled to be lower than the vehicle height on the side closest to the obstacle.

5. The method according to claim 1, characterized in that, After controlling the two front wheels and two rear wheels of the vehicle to deflect toward the side where the obstacle is located, the method further includes: Obtain the vehicle's fourth driving information and fourth obstacle information; If it is determined that the vehicle is at risk based on the fourth driving information and the fourth obstacle information, then the two front wheels of the vehicle are controlled to deflect in opposite directions, and the two rear wheels of the vehicle are controlled to deflect in opposite directions to deflate the two front wheels and the two rear wheels of the vehicle.

6. The method according to any one of claims 1-5, characterized in that, The method further includes: Obtain the vehicle's driving attitude information; If it is determined that there is sideslip on the first side of the vehicle based on the vehicle's driving posture information, the vehicle's body height is adjusted; the adjustment of the vehicle's body height includes reducing the vehicle's body height on the first side, and / or increasing the vehicle's body height on the second side opposite to the first side.

7. The method according to any one of claims 1-5, characterized in that, The method further includes: Obtain the vehicle's driving attitude information; If it is determined that there is sideslip on the first side of the vehicle based on the vehicle's driving posture information, the tire pressure of the vehicle's wheels is adjusted; the adjustment of the tire pressure of the vehicle's wheels includes reducing the tire pressure of the wheels on the first side of the vehicle, and / or increasing the tire pressure of the wheels on the second side of the vehicle.

8. The method according to any one of claims 1-5, characterized in that, The method further includes: Obtain the vehicle's driving attitude information; If it is determined from the vehicle's driving posture information that there is sideslip on the first side of the vehicle, the wheels on the first side are controlled to deflect towards the second side opposite to the first side.

9. The method according to any one of claims 1-5, characterized in that, The method further includes: If the difference between the tire pressure of the third wheel on the vehicle and the tire pressure of the fourth wheel on the opposite side of the third wheel is greater than a preset tire pressure value, or the difference between the compression of the suspension on the third side of the vehicle and the compression of the suspension on the fourth side of the vehicle is greater than a first compression difference value, or the difference between the compression of the wheel spring on the third side of the vehicle and the compression of the wheel spring on the fourth side of the vehicle is greater than a second compression difference value, then it is determined that the vehicle has a tilt from the fourth side to the third side. If it is determined that the vehicle has a tilt toward the third side, then the vehicle height on the fourth side is reduced, and / or the vehicle height on the third side is increased.

10. A vehicle control device, characterized in that, The device includes: The first information acquisition unit is used to acquire the first driving information of the vehicle and the first obstacle information; A first control unit is configured to, if it is determined that the vehicle is at risk based on the first driving information and the first obstacle information, control the vehicle to enter a first emergency braking strategy, wherein the first emergency braking strategy controls the two front wheels of the vehicle to deflect in opposite directions, or controls the two rear wheels of the vehicle to deflect in opposite directions. The second information acquisition unit is used to acquire the second driving information and the second obstacle information of the vehicle. The second driving information is the driving information acquired under the first emergency braking strategy, and the second obstacle information is the obstacle information acquired under the first emergency braking strategy. The second control unit is configured to, if it is determined that the vehicle is at risk based on the second driving information and the second obstacle information, control the vehicle to enter a second emergency braking strategy, wherein the two front wheels of the vehicle are controlled to deflect in opposite directions and the two rear wheels of the vehicle are controlled to deflect in opposite directions under the second emergency braking strategy. The third information acquisition unit is used to acquire the third driving information and the third obstacle information of the vehicle. The third driving information is the driving information acquired under the second emergency braking strategy, and the third obstacle information is the obstacle information acquired under the second emergency braking strategy. The third control unit is configured to, if it is determined that the vehicle is at risk based on the third driving information and the third obstacle information, control the two front wheels and two rear wheels of the vehicle to deflect toward the side where the obstacle is located, which is either the left or right side of the vehicle.

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