Vehicle control method and device, product, storage medium, electronic equipment and vehicle

Abstract

The invention discloses a vehicle control method and device, a product, a storage medium, electronic equipment and a vehicle, and relates to the technical field of vehicle control. The method comprises the steps that vehicle pose parameters are collected in real time; the vehicle pose parameters comprise at least one of a vehicle inclination angle, acceleration and load data; calculating the center-of-gravity offset of the compartment based on the vehicle pose parameters, and judging whether the current vehicle is in a preset working condition based on the center-of-gravity offset; and when it is judged that the current vehicle is in the preset working condition, the suspension rigidity parameter and the damping parameter of the vehicle are adjusted based on the tipping control algorithm and the gravity center offset. Compared with the prior art, the center-of-gravity offset of the compartment is calculated through the vehicle pose parameters, then whether the compartment is in the unloading condition or not is judged, under the unloading condition, the parameters of the hydro-pneumatic suspension system of the vehicle are adjusted through the tipping control algorithm and the center-of-gravity offset, and therefore the stability under the unloading working condition is improved; and rollover of the vehicle caused by poor adjustment capability due to center-of-gravity shift is avoided.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly to a vehicle control method, device, product, storage medium, electronic device and vehicle. Background Art

[0002] A mining dump truck is a heavy engineering vehicle specifically used for transporting loose materials such as ores and earthwork in harsh environments such as mining areas and quarries. Its characteristics are large load capacity, strong structure, and adaptability to complex terrains, and it is usually used in cooperation with equipment such as excavators and loaders.

[0003] Traditional mining dump trucks usually adopt a rigid frame and a multi-axle structure to ensure the stability and load-bearing capacity of the vehicle during heavy-load transportation. However, during the unloading process, due to the unilateral dumping of the load, the vehicle's center of gravity shifts, resulting in poor unloading stability and insufficient body stability. Summary of the Invention

[0004] In view of this, the present application provides a vehicle control method, device, product, storage medium, electronic device and vehicle, mainly aiming to improve the problem of poor unloading stability caused by the center of gravity shift during the unloading process of current dump vehicles.

[0005] In a first aspect, the present application provides a vehicle control method, including:

[0006] Real-time collecting vehicle pose parameters; the vehicle pose parameters include at least one of vehicle inclination angle, acceleration, and load data;

[0007] Based on the vehicle pose parameters, calculating the center of gravity offset of the carriage, and judging whether the current vehicle is in a preset working condition based on the center of gravity offset;

[0008] When it is determined that the current vehicle is in the preset working condition, adjusting the suspension stiffness parameter and damping parameter of the vehicle based on a tipping control algorithm and the center of gravity offset.

[0009] Optionally, the adjusting the suspension stiffness parameter and damping parameter of the vehicle based on a tipping control algorithm and the center of gravity offset when it is determined that the current vehicle is in the preset working condition includes: determining the tipping parameter information at the current moment based on the center of gravity offset at the current moment; obtaining the tipping parameter information at the previous moment, and calculating the center of gravity offset at the next moment according to the tipping parameter information at the previous moment and the tipping parameter information at the current moment; adjusting the suspension stiffness parameter and damping parameter of the vehicle through a tipping control algorithm based on the center of gravity offset at the current moment and the center of gravity offset at the next moment.

[0010] Optionally, the output powers of the in-wheel motors of the left and right wheels of the vehicle are independently controlled; the roll parameter information includes a roll direction and / or a roll angle; in the case where it is determined that the current vehicle is in the preset working condition, the method further includes: based on the roll direction and / or the roll angle, calculating a target torque difference required at the next moment in the preset working condition through a roll control algorithm; controlling the output powers of the in-wheel motors of the left and right wheels of the vehicle to adjust the torque difference of the vehicle towards the target torque difference.

[0011] Optionally, based on the vehicle pose parameters, calculating a center of gravity offset of the carriage, and determining whether the current vehicle is in a preset working condition based on the center of gravity offset, including: in the case where the center of gravity offset is greater than a preset offset threshold, determining that the vehicle is in the preset working condition.

[0012] Optionally, after calculating the center of gravity offset of the carriage based on the vehicle pose parameters and determining whether the current vehicle is in the preset working condition based on the center of gravity offset, the method further includes: in the case where the center of gravity offset is less than or equal to the preset offset threshold, acquiring the load data; based on the load data, adjusting the suspension stiffness parameter and the damping parameter of the vehicle.

[0013] In a second aspect, the present application provides a vehicle control device, including:

[0014] An acquisition unit configured to acquire vehicle pose parameters in real time; the vehicle pose parameters include at least one of a vehicle tilt angle, an acceleration, and load data;

[0015] A calculation unit configured to calculate a center of gravity offset of the carriage based on the vehicle pose parameters and determine whether the current vehicle is in a preset working condition based on the center of gravity offset;

[0016] A processing unit configured to, in the case where it is determined that the current vehicle is in the preset working condition, adjust the suspension stiffness parameter and the damping parameter of the vehicle based on a roll control algorithm and the center of gravity offset.

[0017] In a third aspect, the present application provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the vehicle control method described in the first aspect is implemented.

[0018] In a fourth aspect, the present application provides a computer program product, on which a computer program is stored, and when the computer program is executed by a processor, the vehicle control method described in the first aspect is implemented.

[0019] Fifth aspect, the present application provides an electronic device, including a storage medium, a processor, and a computer program stored on the storage medium and executable on the processor. When the processor executes the computer program, the vehicle control method described in the first aspect is implemented.

[0020] Sixth aspect, the present application provides a vehicle, including the vehicle control device described in the second aspect or the electronic device described in the fifth aspect.

[0021] By means of the above technical solutions, a vehicle control method, device, product, storage medium, electronic device and vehicle provided by the present application. First, the vehicle adopts an oil-gas suspension system, and the oil-gas suspension system has the characteristics of adjustable stiffness and adjustable damping. Then, the vehicle pose parameters are collected in real time; the vehicle pose parameters include at least one of the vehicle inclination angle, acceleration, and load data. Based on the vehicle pose parameters, the center-of-gravity offset of the carriage is calculated, and based on the center-of-gravity offset, it is determined whether the current vehicle is in a preset working condition; when it is determined that the current vehicle is in a preset working condition, the suspension stiffness parameter and damping parameter of the vehicle are adjusted based on the rollover control algorithm and the center-of-gravity offset. Compared with the related technologies, the center-of-gravity offset of the carriage is calculated through the vehicle pose parameters, and then it is determined whether it is in the unloading situation. In the unloading situation, the oil-gas suspension system parameters of the vehicle are adjusted through the rollover control algorithm and the center-of-gravity offset, so as to improve the stability under the unloading working condition and avoid the vehicle rollover caused by the inability to keep up with the center-of-gravity offset adjustment ability.

[0022] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. Description of the Drawings

[0023] The drawings here are incorporated into the specification and constitute a part of this specification, showing the embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application.

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, other drawings can also be obtained based on these drawings without creative efforts.

[0025] Figure 1 Shows a schematic flow chart of a vehicle control method provided by an embodiment of the present application;

[0026] Figure 2 Shows a schematic flow chart of a vehicle control method provided by an embodiment of the present application;

[0027] Figure 3The figure shows a schematic structural diagram of a vehicle control device provided by an embodiment of the present application. Detailed implementation manners

[0028] Some embodiments of the present disclosure will be described in detail herein, and examples thereof are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. Various changes, deformations, and equivalents of the methods, devices, and / or systems described herein will become apparent after understanding the present disclosure. For example, the order of operations described herein is merely an example and is not limited to those set forth herein. Rather, it can be changed as will be apparent after understanding the present disclosure, except for operations that must be performed in a specific order. In addition, for the sake of clarity and conciseness, the description of features known in the art may be omitted.

[0029] The implementation manners described in some embodiments of the present disclosure below do not represent all implementation manners consistent with the present disclosure. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0030] As an important piece of equipment in the mining transportation field, traditional mining dump trucks have long adopted a design mode of a rigid frame and a multi-axle structure. The core goal of this design concept is to ensure that the vehicle has excellent stability and strong load-bearing capacity in heavy-duty transportation scenarios to cope with the complex and changeable road conditions and high-intensity operation requirements in mines. However, with the continuous improvement of the requirements for efficiency, cost, and environmental protection in mining production, a series of problems exposed by the traditional design have gradually become bottlenecks restricting its further development.

[0031] First of all, the limited unloading direction is a major shortcoming of the traditional dump truck design. Limited by the structural characteristics, most traditional dump trucks only support one-way tipping unloading. This characteristic can meet the basic needs in an open and flat operating environment, but in narrow roadways, complex terrains, or operating scenarios with limited space, the limitations of one-way tipping become obvious. Operators have to frequently adjust the vehicle position to find a suitable unloading angle, which not only reduces the operation efficiency but also increases the safety risk.

[0032] Secondly, the problems of large vehicle weight and high energy consumption cannot be ignored either. Although the multi-axle mechanical structure can improve the load-bearing capacity, it also brings a significant weight burden. The overweight body not only causes additional pressure on roads and bridges but also directly leads to an increase in fuel consumption or power consumption, which is not conducive to achieving the lightweight goal and goes against the current industry trend of energy conservation and emission reduction.

[0033] Furthermore, the low efficiency of the drive system is also one of the problems that traditional dump trucks urgently need to solve. There are significant heat losses and mechanical losses in the energy conversion process of traditional diesel power systems. Although centralized electric drive systems have improved the energy utilization efficiency to a certain extent, energy losses are still significant during long-distance transmission and under complex working conditions. These problems together lead to a decline in the overall dynamic performance of the vehicle, affecting the operation efficiency and response speed.

[0034] Finally, the poor unloading stability caused by high suspension rigidity is directly related to operation safety. Traditional leaf spring or hydraulic suspension systems are designed to focus more on load-bearing capacity and driving stability, but their adaptability is significantly insufficient when dealing with complex unloading conditions such as two-way tipping. The high-rigidity suspension system is difficult to effectively absorb the impact force during unloading, resulting in increased vehicle body shaking and even serious safety accidents such as rollover.

[0035] In order to improve the problem of poor unloading stability of current dump vehicles caused by the center-of-gravity shift during the dumping of the loaded goods. This embodiment provides a vehicle control method, as Figure 1 shown, the method includes:

[0036] S101. Real-time collect vehicle pose parameters.

[0037] Among them, the pose parameters may include vehicle inclination angle, acceleration, and wheel load distribution. By using multiple sensors, including accelerometers, gyroscopes, pressure sensors, etc., the vehicle inclination angle, acceleration, and wheel load data are obtained in real time.

[0038] S102. Based on the vehicle pose parameters, calculate the center-of-gravity offset of the carriage, and determine whether the current vehicle is in a preset working condition based on the center-of-gravity offset.

[0039] Vehicle pose parameters refer to the parameters that describe the position and attitude of the vehicle in space, including vehicle inclination angle, acceleration, and wheel load distribution. The center-of-gravity offset is a vector or scalar value indicating the degree of deviation of the carriage center of gravity in a certain direction (such as front-back, left-right, up-down). Based on the above pose parameters, the offset of the goods in the carriage (or the entire carriage if considering the center-of-gravity change between the unloaded and loaded states) relative to the theoretical center of gravity of the vehicle can be calculated through a specific algorithm or model. The preset working condition refers to unloading or extremely rough roads. The calculated center-of-gravity offset is used to evaluate whether the current center-of-gravity state of the vehicle is stable or exceeds the safe operation range. If the calculated center-of-gravity offset is greater than the preset offset threshold, this usually means that the distribution of the goods in the carriage has changed significantly, possibly due to unloading or driving on extremely rough roads.

[0040] S103. When it is determined that the current vehicle is in a preset working condition, adjust the suspension stiffness parameter and damping parameter of the vehicle based on the rollover control algorithm and the center-of-gravity offset.

[0041] The rollover control algorithm is based on a preset control strategy. Specifically, the stiffness parameter and damping parameter of the suspension system can be dynamically adjusted through the PID combined with the fuzzy control algorithm. Among them, the stiffness parameter refers to the supporting force that controls the suspension system; the damping parameter refers to the vibration attenuation speed that controls the suspension system. When it is determined that the current vehicle is in a preset working condition (unloading), combine the intelligent rollover control algorithm model with the center-of-gravity offset data, and dynamically adjust the stiffness parameter and damping parameter of the suspension system through the PID combined with the fuzzy control algorithm to offset or reduce the vehicle body tilt caused by the center-of-gravity offset and prevent the rollover risk.

[0042] In this embodiment, first, the vehicle adopts an oil-gas suspension system, and the oil-gas suspension system has the characteristics of adjustable stiffness and adjustable damping. Then, the vehicle pose parameters are collected in real time; the vehicle pose parameters include at least one of the vehicle tilt angle, acceleration, and load data. Based on the vehicle pose parameters, calculate the center-of-gravity offset of the carriage, and determine whether the current vehicle is in a preset working condition based on the center-of-gravity offset; when it is determined that the current vehicle is in a preset working condition, adjust the suspension stiffness parameter and damping parameter of the vehicle based on the rollover control algorithm and the center-of-gravity offset. Compared with the related technology, calculate the center-of-gravity offset of the carriage through the vehicle pose parameters, and then determine whether it is in the unloading situation. In the unloading situation, adjust the oil-gas suspension system parameters of the vehicle through the rollover control algorithm and the center-of-gravity offset, so as to improve the stability in the unloading working condition and avoid vehicle rollover caused by the inability to keep up with the center-of-gravity offset adjustment ability.

[0043] Optionally, when it is determined that the current vehicle is in a preset working condition, adjusting the suspension stiffness parameter and damping parameter of the vehicle based on the rollover control algorithm and the center-of-gravity offset includes: determining the rollover parameter information at the current moment based on the center-of-gravity offset at the current moment; obtaining the rollover parameter information at the previous moment, and calculating the center-of-gravity offset at the next moment according to the rollover parameter information at the previous moment and the rollover parameter information at the current moment; adjusting the suspension stiffness parameter and damping parameter of the vehicle through the rollover control algorithm based on the center-of-gravity offset at the current moment and the center-of-gravity offset at the next moment.

[0044] In this embodiment, the preset working condition refers to unloading or extremely rough road surfaces. The center-of-gravity offset can be calculated based on sensor data (such as roll angle, pitch angle, load distribution, etc.) to obtain the current center-of-gravity offset of the vehicle (such as lateral or longitudinal offset). The rollover parameter information includes the rollover direction and / or the rollover angle. The system acquires the rollover parameter information at the previous moment (such as the center-of-gravity offset and attitude angle at the previous moment). By comparing the parameter changes between the current moment and the previous moment and combining with the intelligent rollover control algorithm model, the center-of-gravity offset at the next moment is predicted. For example, when the vehicle is unloading, the center of gravity will shift towards the side where the goods have not been unloaded, and the specific shift direction depends on the unloading position and the goods distribution. The system uses the center-of-gravity offset at the current moment and the predicted center-of-gravity offset at the next moment as inputs. The rollover control algorithm is based on a preset control strategy and dynamically adjusts the stiffness parameter and damping parameter of the suspension system through PID combined with the fuzzy control algorithm. Here, the stiffness parameter refers to the supporting force that controls the suspension system; the damping parameter refers to the vibration attenuation speed that controls the suspension system. By adjusting the suspension parameters, the body tilt caused by the center-of-gravity offset is offset or reduced, preventing the rollover risk.

[0045] Optionally, the output power of the hub motors of the left and right wheels of the vehicle is independently controlled; the rollover parameter information includes the rollover direction and / or the rollover angle; when it is determined that the current vehicle is in the preset working condition, the method further includes: calculating the target torque difference required at the next moment in the preset working condition through the rollover control algorithm based on the rollover direction and / or the rollover angle; controlling the output power of the hub motors of the left and right wheels of the vehicle to adjust the torque difference of the vehicle towards the target torque difference.

[0046] In this embodiment, independent control means that the output power of the hub motors of the left and right wheels of the vehicle can be controlled separately and independently. This means that different power outputs can be provided for the left and right wheels according to the driving state and requirements of the vehicle to achieve more flexible and precise vehicle control. For example, when turning, more power can be provided to the outer wheel to help the vehicle complete the turning action better. The rollover parameter information includes the rollover direction and / or the rollover angle. The rollover direction refers to the direction in which the vehicle may roll over, such as to the left or right; the rollover angle represents the degree of inclination of the vehicle relative to the vertical direction. These parameters can reflect the current stability state of the vehicle and the potential rollover risk. When it is determined that the vehicle is in the preset working condition (unloading or extremely rough road surface), the system will calculate the target torque difference required by the vehicle at the next moment in the preset working condition based on the rollover direction and / or the rollover angle during unloading. The target torque difference refers to the torque difference that should exist between the left and right wheels to keep the vehicle stable. According to the calculated target torque difference, the system will control the output power of the hub motors of the left and right wheels of the vehicle to make the actual torque difference of the vehicle gradually approach the target torque difference. In this way, the torque distribution of the vehicle can be adjusted in real time, enhancing the stability of the vehicle and preventing the vehicle from having a rollover accident.

[0047] Optionally, based on the vehicle pose parameters, calculate the center-of-gravity offset of the carriage, and determine whether the current vehicle is in a preset working condition based on the center-of-gravity offset, including: when the center-of-gravity offset is greater than a preset offset threshold, determine that the vehicle is in the preset working condition.

[0048] In this embodiment, the vehicle pose parameters refer to the parameters describing the position and attitude of the vehicle in space, including the vehicle inclination angle, acceleration, and wheel load distribution. The center-of-gravity offset is a vector or scalar value indicating the degree of deviation of the carriage center of gravity in a certain direction (such as front-back, left-right, up-down). Based on the above pose parameters, the offset of the goods in the carriage (or the entire carriage if considering the change in the center of gravity under unloaded and loaded states) relative to the theoretical or designed center of gravity of the vehicle can be calculated through a specific algorithm or model. The preset offset threshold is a value set according to vehicle design, safety standards, or operating experience, and is used to determine whether the carriage center-of-gravity offset is within the normal range. Comparing the calculated center-of-gravity offset with this threshold can evaluate whether the current center-of-gravity state of the vehicle is stable or whether it exceeds the safe operating range. If the calculated center-of-gravity offset is greater than the preset offset threshold, this usually means that the distribution of the goods in the carriage has changed significantly, possibly due to unloading.

[0049] Optionally, after calculating the center-of-gravity offset of the carriage based on the vehicle pose parameters and determining whether the current vehicle is in a preset working condition based on the center-of-gravity offset, the method further includes: when the center-of-gravity offset is less than or equal to the preset offset threshold, obtain load data; based on the load data, adjust the suspension stiffness parameter and damping parameter of the vehicle.

[0050] In this embodiment, if the center-of-gravity offset is within the normal range (i.e., less than or equal to the preset threshold), it is considered that the vehicle may be in a stable state or no significant loading and unloading operations have been performed. In this case, the system will further obtain load data, which may include load information obtained through the vehicle's own weighing system, pressure sensors of the suspension system, or other means. The load data reflects the current actual load situation in the carriage. According to the load data, the system can dynamically adjust the suspension stiffness parameter (i.e., the ability of the suspension system to resist deformation) and damping parameter (i.e., the ability of the suspension system to absorb and dissipate vibration energy) of the vehicle. For example, when the load increases, it may be necessary to increase the suspension stiffness to maintain the stability and controllability of the vehicle; when the load decreases, it may be necessary to adjust the damping parameter to optimize the riding comfort.

[0051] In this embodiment, the vehicle integrates the single-axle dual-wheel hub motor drive technology and the intelligent oil-gas suspension system, achieving high efficiency of power output, stability of unloading operations, and precision of intelligent adjustment, thus significantly improving the overall efficiency of mining operations. In the single-axle dual-wheel hub motor drive architecture, the drive wheel hub motors independently configured on the left and right sides optimize power distribution through intelligent algorithms and can dynamically adjust the output power of the left and right wheels according to real-time working conditions (such as turning, climbing, and unloading operations), ensuring the flexibility and adaptability of the vehicle in different scenarios. The intelligent oil-gas suspension system adopts advanced variable stiffness and adjustable damping technologies and can automatically adjust the stiffness characteristics of the suspension according to the tipping tendency and load changes of the vehicle. With the help of a high-precision sensor network for real-time monitoring of the vehicle body posture, the system can respond immediately and adjust the suspension height, effectively maintaining the stability of the vehicle's center of gravity and enhancing driving safety. In addition, the vehicle is also equipped with a two-way tipping mechanism, which adopts a two-way hydraulic support structure to support the tipping operation of the carriage in the front and rear directions. It also combines hydraulic cylinders to achieve fine adjustment of the tipping angle, preventing excessive center of gravity offset and greatly improving the efficiency of unloading operations. Combining with the intelligent adjustment function of the suspension system, the tipping angle can be precisely controlled, effectively avoiding the risk of rollover caused by center of gravity offset. To further improve the dynamic stability of the vehicle, the system also integrates a balance control strategy, which relies on the real-time data feedback of the IMU (Inertial Measurement Unit) and laser range sensors to continuously monitor key parameters such as the vehicle's inclination angle, acceleration, and load distribution. Based on fuzzy control theory and PID control algorithms, the system can intelligently adjust the motor torque output and suspension damping characteristics to ensure that the vehicle can still maintain the stability and safety of the vehicle body under complex working conditions.

[0052] Further, as Figure 2 shown, a schematic flowchart of a vehicle control method provided in this embodiment is shown. The specific details are as follows:

[0053] S201, Collect vehicle pose parameters in real time.

[0054] The pose parameters include the vehicle inclination angle, acceleration, and wheel load distribution. By using multiple sensors, including accelerometers, gyroscopes, and pressure sensors, the vehicle inclination angle, acceleration, and wheel load data are obtained in real time.

[0055] S202, Based on the vehicle pose parameters, calculate the center of gravity offset of the carriage, and determine whether the current vehicle is in a preset working condition based on the center of gravity offset.

[0056] To calculate the center of gravity offset of the carriage, it is necessary to combine the vehicle inclination angle θ, lateral acceleration a, and wheel load distribution (F 左 , F 右 ), the vehicle wheelbase is T, and the steps are as follows:

[0057] 1. Calculate the static offset caused by the load distribution. When stationary or without acceleration, the center of gravity offset is determined by the difference in wheel loads on the left and right: Center of gravity offset = T(F 左 - F 右 ) / [2(F 左 + F 右 )]

[0058] 2. Consider the geometric correction for the roll angle θ. The roll angle causes a lateral offset of the center of gravity. The correction term is: Correction term = -T·tanθ / 2 3. Combine the static offset and the roll correction. The total center of gravity offset is: Total center of gravity offset = Center of gravity offset + Correction term

[0059] When the center of gravity offset is greater than the preset offset threshold, it is determined that the vehicle is in the preset working condition. The preset offset threshold is a value set according to vehicle design, safety standards, or operating experience, and is used to determine whether the center of gravity offset of the carriage is within the normal range. Comparing the calculated center of gravity offset with this threshold can evaluate whether the current center of gravity state of the vehicle is stable or whether it exceeds the safe operating range. If the calculated center of gravity offset is greater than the preset offset threshold, this usually means that the distribution of the goods in the carriage has changed significantly, possibly due to unloading.

[0060] S203. When it is determined that the current vehicle is in the preset working condition, determine the rollover parameter information at the current moment.

[0061] The rollover parameter information includes the rollover direction and / or the rollover angle. By installing angle sensors at the carriage hydraulic cylinders or hinge points, the tilt state of the carriage is monitored in real time. If the elongation of a certain side of the hydraulic cylinder increases significantly, and the edge of the corresponding side of the carriage drops below the horizontal plane, it is determined that the carriage rolls over on that side (such as the left side or the right side). If the pressure difference between the front and rear hydraulic cylinders is significant, it is determined that there is a front - rear rollover. By installing an electronic gyroscope or accelerometer at the bottom of the carriage, the angle between the carriage and the horizontal plane is directly output to determine the rollover angle.

[0062] S204. Obtain the rollover parameter information at the previous moment, and calculate the center of gravity offset at the next moment according to the rollover parameter information at the previous moment and the rollover parameter information at the current moment.

[0063] 1. Data acquisition and parameter definition:

[0064] Previous moment (t - 1): Rollover direction (such as left side, right side, front side, rear side), rollover angle (θ1).

[0065] Current moment (t): Rollover direction (consistent with or changed from the θ1 direction), rollover angle (θ2).

[0066] Total vehicle mass (M), initial position of the center of gravity (x0, y0, z0, based on the vehicle body coordinate system).

[0067] The dimensions of the carriage (length L, width W, height H) and the mass distribution (assuming the center of gravity is at the geometric center of the carriage).

[0068] The center of gravity offset (Δx, Δy, Δz) at the next moment (t + 1): the change in the center of gravity position relative to the current moment.

[0069] 2. Calculation steps

[0070] Step 1: Judge the consistency of the tipping direction.

[0071] If the tipping direction at the current moment is the same as that at the previous moment (such as both are tipping to the left), go to Step 2.

[0072] If the direction changes (such as from left to right), it is necessary to re-evaluate the dynamic stability of the vehicle and may trigger a safety mechanism (such as pausing the tipping operation). At this time, the center of gravity offset needs to be calculated in combination with the vehicle dynamics model (not elaborated in this article).

[0073] Step 2: Calculate the angular rate of change.

[0074] Angle increment: Δθ = θ2 - θ1

[0075] Time step: Δt (assuming the sensor sampling period is fixed).

[0076] Angular velocity: ω = Δθ / Δt (if it is necessary to predict the angle at the next moment, it can be assumed that the angular velocity is constant, then θ3 = θ2 + ωΔt).

[0077] Step 3: Calculate the center of gravity offset.

[0078] Assume that the center of gravity of the vehicle moves linearly along the tipping direction, and the offset is positively correlated with the tipping angle.

[0079] Horizontal offset (Δx or Δy): Δx_horizontal = L·sin(Δθ) / 2 (if the tipping direction is front - back or left - right).

[0080] Vertical offset (Δz): Δz = H·(1 - cos(Δθ)) / 2 (assuming the height of the carriage is H).

[0081] Comprehensive offset: Combine the horizontal and vertical offsets according to the tipping direction.

[0082] For example, when tipping to the left: Δx = -L·sin(Δθ) / 2, Δy = 0, Δz = H·(1 - cos(Δθ)) / 2.

[0083] Step 4: Prediction of the next moment.

[0084] If it is necessary to predict the offset at the next moment (t + 1), the angle at the next moment (θ3 = θ2 + ωΔt) can be estimated based on the current angular velocity (ω), and steps 3 are repeated to calculate Δx3, Δy3, and Δz3.

[0085] S205. Based on the center-of-gravity offset at the current moment and the center-of-gravity offset at the next moment, adjust the suspension stiffness parameter and damping parameter of the vehicle through a rollover control algorithm.

[0086] The current center-of-gravity position of the vehicle is monitored in real time through sensors (such as an inclination sensor and an accelerometer), and the offset (Δx, Δy, Δz) relative to the initial state is calculated. Based on the current rollover parameters (such as rollover angle and angular velocity) and the rollover control algorithm, the center-of-gravity offset at the next moment is predicted. According to the change trend of the center-of-gravity offset, the stiffness parameter and damping parameter of the suspension system are dynamically adjusted to offset or mitigate the unstable influence caused by the center-of-gravity offset. The adjustment of the suspension parameters is specifically achieved by the electronic control unit (ECU) sending control signals to the actuators of the suspension system (such as solenoid valves and hydraulic regulators) to adjust the stiffness and damping parameters of the suspension in real time.

[0087] Stiffness adjustment control strategy:

[0088] If it is predicted that the center-of-gravity offset at the next moment is large (such as Δx or Δy exceeding the threshold), the suspension stiffness is increased to provide stronger support force to prevent the vehicle from tilting excessively. If the center-of-gravity offset at the current moment is small, the stiffness can be appropriately reduced to improve the comfort of the vehicle.

[0089] If the center-of-gravity offset at the current moment is small, the stiffness can be appropriately reduced to improve the comfort of the vehicle.

[0090] Damping adjustment control strategy:

[0091] If the center-of-gravity offset speed (such as the angular velocity ω) is high, the damping is increased to suppress the swaying and vibration of the vehicle.

[0092] If the center-of-gravity offset speed is low, the damping can be appropriately reduced to reduce energy loss.

[0093] Further, as Figure 1 and Figure 2 a specific implementation of the method shown, this embodiment provides a vehicle control device, as Figure 3 shown, the device includes: an acquisition unit 31, a judgment unit 32, and a processing unit 33.

[0094] The acquisition unit 31 is configured to collect vehicle pose parameters in real time; the vehicle pose parameters include at least one of vehicle inclination, acceleration, and load data.

[0095] A calculation unit 32, configured to calculate the center of gravity offset of the carriage based on the vehicle pose parameters, and determine whether the current vehicle is in a preset working condition based on the center of gravity offset;

[0096] A processing unit 33, configured to, when it is determined that the current vehicle is in the preset working condition, adjust the suspension stiffness parameter and damping parameter of the vehicle based on the rollover control algorithm and the center of gravity offset.

[0097] In a specific application scenario, the calculation unit 32 is specifically configured to determine the rollover parameter information at the current moment based on the center of gravity offset at the current moment; obtain the rollover parameter information at the previous moment, and calculate the center of gravity offset at the next moment according to the rollover parameter information at the previous moment and the rollover parameter information at the current moment; based on the center of gravity offset at the current moment and the center of gravity offset at the next moment, adjust the suspension stiffness parameter and damping parameter of the vehicle through the rollover control algorithm.

[0098] In a specific application scenario, the calculation unit 32 is further specifically configured to calculate the target torque difference required at the next moment in the preset working condition based on the rollover direction and / or the rollover angle through the rollover control algorithm; control the output power of the hub motors of the left and right wheels of the vehicle to adjust the torque difference of the vehicle towards the target torque difference.

[0099] In a specific application scenario, the calculation unit 32 is further specifically configured to determine that the vehicle is in the preset working condition when the center of gravity offset is greater than a preset offset threshold.

[0100] In a specific application scenario, the processing unit 33 is further specifically configured to obtain the load data when the center of gravity offset is less than or equal to the preset offset threshold; adjust the suspension stiffness parameter and damping parameter of the vehicle based on the load data.

[0101] It should be noted that for other corresponding descriptions of each functional unit involved in the vehicle control method provided in this embodiment, reference can be made to the corresponding descriptions in Figure 1 and Figure 2 and will not be elaborated here.

[0102] Based on the above method as shown in Figure 1 and Figure 2 correspondingly, this embodiment further provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the method as shown in Figure 1 and Figure 2 is implemented.

[0103] Based on such understanding, the technical solution of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, a USB flash drive, a mobile hard disk, etc.), and includes several instructions for causing a computer device (such as a personal computer, a server, or a network device, etc.) to execute the methods of various implementation scenarios of the present application.

[0104] Based on the above as Figure 1 and Figure 2 shown in the method, and Figure 3 shown in the virtual device embodiments, in order to achieve the above object, the embodiments of the present application also provide an electronic device, such as intelligent terminals like smart phones, tablet computers, drones, intelligent robots, etc. The device includes a storage medium and a processor; the storage medium is used to store a computer program; the processor is used to execute the computer program to implement the methods as shown in the above as Figure 1 and Figure 2 shown.

[0105] Optionally, the above-mentioned physical device may further include a user interface, a network interface, a camera, a radio frequency (RF) circuit, sensors, an audio circuit, a WI-FI module, and so on. The user interface may include a display screen (Display), an input unit such as a keyboard (Keyboard), etc. Optionally, the user interface may further include a USB interface, a card reader interface, etc. The network interface may optionally include a standard wired interface, a wireless interface (such as a WI-FI interface), etc.

[0106] Those skilled in the art can understand that the above-mentioned physical device structure provided in this embodiment does not limit the physical device, and it may include more or fewer components, or combine some components, or have different component arrangements.

[0107] The storage medium may further include an operating system and a network communication module. The operating system is a program for managing the hardware and software resources of the above-mentioned physical device, and supports the operation of information processing programs and other software and / or programs. The network communication module is used to implement communication between the components inside the storage medium, and communication between other hardware and software in the information processing physical device.

[0108] Based on the above as Figure 1 and Figure 2 shown in the method, and Figure 3 shown in the virtual device embodiments, this embodiment also provides a chip, including one or more interface circuits and one or more processors; the interface circuit is used to receive a signal from the memory of the electronic device and send the signal to the processor, and the signal includes computer instructions stored in the memory; when the processor executes the computer instructions, the electronic device is caused to execute the above asFigure 1 and Figure 2 the method shown

[0109] Through the description of the above embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software plus a necessary general hardware platform, or can also be implemented by hardware. By applying the solution of this embodiment, compared with the related art, in this embodiment, the center of gravity offset of the carriage is calculated through vehicle pose parameters, and then it is judged whether it is in the unloading situation. In the unloading situation, the parameters of the vehicle's oil-gas suspension system are adjusted through the tipping control algorithm and the center of gravity offset, so as to improve the stability under the unloading working condition and avoid vehicle rollover caused by the inability to keep up with the center of gravity offset adjustment ability.

[0110] It should be noted that in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the presence of additional identical elements in the process, method, article or device including the said element.

[0111] The above are only specific embodiments of the present application, enabling those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to these embodiments described herein, but will conform to the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vehicle control method, characterized in that, The vehicle adopts an oil-gas suspension system, and the oil-gas suspension system has the characteristics of adjustable stiffness and adjustable damping; the method includes: Collecting vehicle pose parameters in real time; the vehicle pose parameters include at least one of vehicle inclination angle, acceleration, and load data; Based on the vehicle pose parameters, calculating the center-of-gravity offset of the carriage, and determining whether the current vehicle is in a preset working condition based on the center-of-gravity offset; When it is determined that the current vehicle is in the preset working condition, adjusting the suspension stiffness parameter and damping parameter of the vehicle based on the rollover control algorithm and the center-of-gravity offset.

2. The method according to claim 1, characterized in that, The adjusting the suspension stiffness parameter and damping parameter of the vehicle based on the rollover control algorithm and the center-of-gravity offset when it is determined that the current vehicle is in the preset working condition includes: Based on the center-of-gravity offset at the current moment, determining the rollover parameter information at the current moment; Obtaining the rollover parameter information at the previous moment, and calculating the center-of-gravity offset at the next moment according to the rollover parameter information at the previous moment and the rollover parameter information at the current moment; Based on the center-of-gravity offset at the current moment and the center-of-gravity offset at the next moment, adjusting the suspension stiffness parameter and damping parameter of the vehicle through the rollover control algorithm.

3. The method according to claim 2, characterized in that, Controlling the output power of the hub motors of the left and right wheels of the vehicle to be independently controlled; the rollover parameter information includes the rollover direction and / or the rollover angle; When it is determined that the current vehicle is in the preset working condition, the method further includes: Based on the rollover direction and / or the rollover angle, calculating the target torque difference required at the next moment in the preset working condition through the rollover control algorithm; Controlling the output power of the hub motors of the left and right wheels of the vehicle to adjust the torque difference of the vehicle towards the target torque difference.

4. The method according to claim 1, wherein Calculating the center-of-gravity offset of the carriage based on the vehicle pose parameters, and determining whether the current vehicle is in a preset working condition based on the center-of-gravity offset includes: When the center-of-gravity offset is greater than a preset offset threshold, determining that the vehicle is in a preset working condition.

5. The method according to claim 4, wherein After calculating the center-of-gravity offset of the carriage based on the vehicle pose parameters and determining whether the current vehicle is in a preset working condition based on the center-of-gravity offset, the method further includes: When the center-of-gravity offset is less than or equal to the preset offset threshold, obtaining the load data; Based on the load data, adjusting the suspension stiffness parameter and damping parameter of the vehicle.

6. A vehicle control device, characterized in that, Including: A collecting unit configured to collect vehicle pose parameters in real time; The vehicle pose parameters include at least one of vehicle inclination angle, acceleration, and load data; A calculating unit configured to calculate the center-of-gravity offset of the carriage based on the vehicle pose parameters and determine whether the current vehicle is in a preset working condition based on the center-of-gravity offset; A processing unit configured to adjust the suspension stiffness parameter and damping parameter of the vehicle based on the rollover control algorithm and the center-of-gravity offset when it is determined that the current vehicle is in the preset working condition.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, The computer program, when executed by a processor, implements the method according to any one of claims 1 to 5.

8. A computer program product having a computer program stored thereon, characterized in that, The computer program, when executed by a processor, implements the method according to any one of claims 1 to 5.

9. An electronic device, comprising a storage medium, a processor, and a computer program stored on the storage medium and executable on the processor, characterized in that, When the processor executes the computer program, the method described in any one of claims 1 to 5 is implemented.

10. A vehicle, characterized in that, The vehicle includes the vehicle control device described in claim 6, or the electronic device described in claim 9.

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