Vehicle control method, device, equipment, medium and product

Abstract

The embodiment of the invention provides a vehicle control method and device, equipment, a medium and a product. The method comprises the steps of obtaining state parameters of a vehicle; determining a target insufficient steering degree interval of the vehicle according to the vehicle speed and a preset vehicle speed; according to the ratio of the yaw velocity to the preset yaw velocity and the target insufficient steering degree interval, the actual steering state of the vehicle is determined; and according to the actual steering state of the vehicle, adjusting the air pressure of the vehicle airbag suspension to control the vehicle to run. By means of the method, active adaptation of the air bag suspension to the running state of the vehicle is achieved, and therefore the vehicle control stability and safety are effectively improved.

Description

Technical Field

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

[0002] At present, the vehicle steering system is a key mechanism for a driver to control the movement direction of a vehicle. It is a basic and extremely important system in a vehicle. And the vehicle steering degree is an important indicator to measure the ability of a vehicle to respond to the driver's steering intention, which usually refers to the degree of difference between the actual driving trajectory of the vehicle and the expected steering path of the driver. It not only reflects the handling performance and dynamic stability of the vehicle, but also is the core reference parameter for the body electronic control system to sense and intervene.

[0003] The methods for controlling the understeer degree of vehicles in the prior art usually adopt an Electronic Stability Control (ESC) system to achieve active intervention and stability control of the vehicle driving state, that is, by braking the wheels in time to control the speeds of the left and right sides of the vehicle, so as to adjust the understeer degree of the vehicle and achieve control of the vehicle state.

[0004] However, the vehicle control methods in the prior art have problems of poor braking effect and slow vehicle response speed on complex road surfaces. Summary of the Invention

[0005] Embodiments of the present application provide a vehicle control method, device, equipment, medium and product to solve the problems of poor braking effect and slow vehicle response speed on complex road surfaces in the prior art.

[0006] In a first aspect, embodiments of the present application provide a vehicle control method, including:

[0007] Obtaining state parameters of the vehicle, where the state parameters include vehicle speed and yaw rate;

[0008] Determining a target understeer degree interval of the vehicle according to the vehicle speed and a preset vehicle speed;

[0009] Determining an actual steering state of the vehicle according to a ratio of the yaw rate to a preset yaw rate and the target understeer degree interval, where the preset yaw rate is a theoretical value of the required yaw rate of the vehicle at the current vehicle speed;

[0010] Adjusting the air pressure of the airbag suspension of the vehicle according to the actual steering state of the vehicle to control the operation of the vehicle.

[0011] In a possible implementation, the target understeer degree range includes a first understeer degree range and a second understeer degree range, and the understeer degree within the second understeer degree range is greater than the understeer degree within the first understeer degree range;

[0012] Determining the target understeer degree range of the vehicle according to the vehicle speed and a preset vehicle speed includes:

[0013] If the vehicle speed is less than the preset vehicle speed, determine the first understeer degree range as the target understeer degree range;

[0014] If the vehicle speed is greater than the preset vehicle speed, determine the second understeer degree range as the target understeer degree range.

[0015] In a possible implementation, the actual steering state of the vehicle includes normal steering, understeering, and oversteering;

[0016] Determining the actual steering state of the vehicle according to the ratio of the yaw rate to a preset yaw rate and the target understeer degree range includes:

[0017] If the ratio is within the target understeer degree range, determine that the actual steering state of the vehicle is normal steering;

[0018] If the ratio is less than the target understeer degree range, determine that the actual steering state of the vehicle is understeering;

[0019] If the ratio is greater than the target understeer degree range, determine that the actual steering state of the vehicle is oversteering.

[0020] In a possible implementation, adjusting the air pressure of the vehicle's airbag suspension according to the actual steering state of the vehicle includes:

[0021] If the actual steering state of the vehicle is normal steering, keep the air pressure of the vehicle's airbag suspension unchanged;

[0022] If the actual steering state of the vehicle is oversteering, increase the air pressure of the vehicle's front airbag suspension or decrease the air pressure of the vehicle's rear airbag suspension;

[0023] If the actual steering state of the vehicle is understeering, decrease the air pressure of the vehicle's front airbag suspension or increase the air pressure of the vehicle's rear airbag suspension.

[0024] In a possible implementation, the controller is communicatively connected to the air management module of the vehicle through a CAN bus. The air management module of the vehicle includes a valve group and an air storage tank, and the vehicle's airbag suspension includes a pressure sensor;

[0025] Adjusting the air pressure of the vehicle airbag suspension includes:

[0026] Controlling the valve group and the air storage tank in the air management module through the CAN bus to adjust the air pressure of the vehicle airbag suspension.

[0027] In a possible implementation, the method further includes

[0028] Obtaining the air pressure of the vehicle airbag suspension in real time through the air pressure sensor;

[0029] When the air pressure of the vehicle airbag suspension is greater than the preset air pressure, an alarm message is output, and the alarm message is used to remind the driver that the air pressure of the vehicle airbag suspension is abnormal.

[0030] In a second aspect, an embodiment of the present application provides a vehicle control device, including:

[0031] An acquisition module for acquiring the state parameters of the vehicle, where the state parameters include vehicle speed and yaw rate;

[0032] A first determination module for determining a target understeer degree interval of the vehicle according to the vehicle speed and a preset vehicle speed;

[0033] A second determination module for determining the actual steering state of the vehicle according to the ratio of the yaw rate to a preset yaw rate and the target understeer degree interval, where the preset yaw rate is the theoretical value of the required yaw rate of the vehicle at the current vehicle speed;

[0034] A control module for adjusting the air pressure of the vehicle airbag suspension according to the actual steering state of the vehicle to control the operation of the vehicle.

[0035] In a possible implementation, the target understeer degree interval includes a first understeer degree interval and a second understeer degree interval, and the understeer degree in the second understeer degree interval is greater than the understeer degree in the first understeer degree interval;

[0036] The first determination module is specifically used for:

[0037] If the vehicle speed is less than the preset vehicle speed, determining the first understeer degree interval as the target understeer degree interval;

[0038] If the vehicle speed is greater than the preset vehicle speed, determining the second understeer degree interval as the target understeer degree interval.

[0039] In a possible implementation, the actual steering state of the vehicle includes normal steering, understeering, and oversteering;

[0040] The second determination module is specifically configured to:

[0041] If the ratio is within the target understeer degree interval, determine that the actual steering state of the vehicle is normal steering;

[0042] If the ratio is less than the target understeer degree interval, determine that the actual steering state of the vehicle is understeer;

[0043] If the ratio is greater than the target understeer degree interval, determine that the actual steering state of the vehicle is oversteer.

[0044] In a possible implementation manner, the control module is specifically configured to:

[0045] If the actual steering state of the vehicle is normal steering, keep the air pressure of the vehicle's airbag suspension unchanged;

[0046] If the actual steering state of the vehicle is oversteer, increase the air pressure of the vehicle's front airbag suspension or decrease the air pressure of the vehicle's rear airbag suspension;

[0047] If the actual steering state of the vehicle is understeer, decrease the air pressure of the vehicle's front airbag suspension or increase the air pressure of the vehicle's rear airbag suspension.

[0048] In a possible implementation manner, the controller is communicatively connected to the air management module of the vehicle through a CAN bus. The air management module of the vehicle includes a valve group and an air storage tank, and the vehicle's airbag suspension includes a pressure sensor;

[0049] The control module is specifically configured to:

[0050] Control the valve group and the air storage tank in the air management module through the CAN bus to adjust the air pressure of the vehicle's airbag suspension.

[0051] In a possible implementation manner, the vehicle control device further includes a detection device, and the detection device is used for:

[0052] Obtain the air pressure of the vehicle's airbag suspension in real time through the pressure sensor;

[0053] When the air pressure of the vehicle's airbag suspension is greater than the preset air pressure, output an alarm message, and the alarm message is used to remind the driver that the air pressure of the vehicle's airbag suspension is abnormal.

[0054] In a third aspect, an embodiment of the present application provides an electronic device, including: a memory, a processor;

[0055] The memory stores computer execution instructions;

[0056] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementation manners of the first aspect.

[0057] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored, and when the computer-executable instructions are executed by a processor, they are used to implement the above first aspect and / or various possible implementation manners of the first aspect.

[0058] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which when executed by a processor, implements the above first aspect and / or various possible implementation manners of the first aspect.

[0059] An embodiment of the present application provides a vehicle control method, device, equipment, medium and product. The method includes: obtaining state parameters of the vehicle; determining a target understeer degree interval of the vehicle according to the vehicle speed and a preset vehicle speed; according to the ratio of the yaw rate to the preset yaw rate and the target understeer degree interval, by comparing the actual yaw rate with the preset yaw rate, it is possible to determine whether there is an understeer or oversteer problem with the vehicle, so as to determine the actual steering state of the vehicle (such as normal, understeer, oversteer), providing a clear basis for subsequent suspension adjustment; adjusting the air pressure of the vehicle's airbag suspension according to the actual steering state of the vehicle to control the operation of the vehicle. Through this method, the active adaptation of the airbag suspension to the vehicle operation state is realized, thereby effectively improving the vehicle handling stability and safety. Description of the Drawings

[0060] The drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application.

[0061] Figure 1 It is a flowchart of the vehicle control method provided by the embodiment of the present application Figure 1 ;

[0062] Figure 2 It is a flowchart of the vehicle control method provided by the embodiment of the present application Figure 2 ;

[0063] Figure 3 It is a schematic structural diagram of the vehicle control device provided by the embodiment of the present application;

[0064] Figure 4 It is a schematic structural diagram of the electronic device provided by the embodiment of the present application.

[0065] Through the above-mentioned accompanying drawings, specific embodiments of the present application have been shown, and more detailed descriptions will be provided hereinafter. These drawings and textual descriptions are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. Detailed Description of the Embodiments

[0066] Exemplary embodiments will be described in detail herein, and examples thereof are shown in the accompanying drawings. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0067] Currently, the vehicle steering system is a key mechanism for a driver to control the movement direction of a vehicle. It is a basic and extremely important system in a vehicle. And the vehicle steering degree is an important indicator to measure the ability of a vehicle to respond to the driver's steering intention, usually referring to the degree of difference between the actual driving trajectory of the vehicle and the expected steering path of the driver. It not only reflects the handling performance and dynamic stability of the vehicle, but also is the core reference parameter for the body electronic control system to sense and intervene.

[0068] The control method for the understeering degree of a vehicle in the prior art usually adopts an Electronic Stability Control (ESC) system to achieve active intervention and stability control of the vehicle driving state, that is, by braking the wheels in a timely manner to control the speeds of the left and right sides of the vehicle, thereby adjusting the understeering degree of the vehicle and achieving control of the vehicle state.

[0069] However, in the vehicle control method in the prior art, on complex road surfaces, such as ice, wet or gravel road surfaces, the braking effect will be significantly reduced, the yaw moment generated by the ESC is insufficient, and the steering degree adjustment ability decreases, making it difficult to correct understeering; on the other hand, during the process of forcibly braking the wheels, the ESC actually weakens the traction force of the driving wheels or increases the rolling resistance. Especially in the working conditions of heavy load climbing or acceleration, it may affect the power output and energy efficiency performance, and may even slow down the vehicle response.

[0070] Based on this, the present application proposes a vehicle control method. Considering that the traditional ESC system solves understeer by braking one side of the wheels and changing the vehicle's driving trajectory, this method has problems of limited intervention effect and poor comfort on heavy vehicles and low-adhesion road surfaces. Since the steering behavior of the vehicle is not only determined by the steering angle of the front wheels but also affected by the suspension stiffness distribution on vehicle roll, tire vertical load, and side slip angle, if the vehicle's front and rear suspension stiffness can be dynamically adjusted, it is possible to affect the vehicle's lateral dynamic response, thereby actively adjusting the vehicle's yaw response characteristics. Without affecting traction and driving smoothness, the understeer degree can be corrected, and it does not rely on the difference in ground adhesion. Instead, by redistributing the vertical load, the tire side slip angle is adjusted, and the understeer degree can be effectively controlled under a wider range of road conditions.

[0071] The following will specifically describe the technical solutions of the present application and how the technical solutions of the present application solve the above technical problems through specific embodiments. These several specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0072] Figure 1 It is a system diagram of the vehicle control system provided by the embodiment of the present application; as Figure 1 shown, the system includes a controller, an air management module, and a vehicle airbag suspension. Among them, the air management module includes a valve group and an air storage tank. The air storage tank provides a power source for the valve group, and the vehicle airbag suspension includes a pressure sensor; the controller and the air management module are communicatively connected through a CAN bus to transmit control instructions and status information. The main signals transmitted include: air pressure control instructions, valve group status, and fault information, etc.; the controller does not directly control the airbag but realizes the adjustment through the air management module as an intermediate execution unit. Specifically, the air management module is connected to each vehicle airbag through a high-pressure air pipe and completes the dynamic adjustment of the airbag pressure by controlling the opening and closing state of the control valve group.

[0073] During the operation of the system, the controller obtains the current vehicle speed through the vehicle speed sensor and the yaw rate of the vehicle through the gyroscope installed on the vehicle body. Based on the current vehicle speed, the controller first determines the target understeer degree interval in which the vehicle should be; subsequently, it analyzes the ratio of the real-time yaw rate to the preset yaw rate, and combines this interval information to judge the actual steering state of the vehicle (including normal, understeer or oversteer). According to the judgment result, the controller calculates and generates the corresponding air pressure control instruction, which is sent to the air management module, and the latter adjusts the opening and closing of the valve group according to the instruction, thereby adjusting the stiffness of the airbag suspension and the body posture. In addition, the air pressure sensor in the vehicle airbag suspension continuously monitors the air pressure change. When it detects that the air pressure exceeds the system preset threshold, it will output an alarm message to remind the driver that there may be an abnormal state in the current suspension system, enhancing the driving safety guarantee.

[0074] Based on the above system structure and control process, in actual operation, for some commercial vehicles represented by tractors and heavy trucks, they often face various complex road and operation scenarios. For example, during highway driving, when the vehicle performs lane change, merging or entering / leaving the ramp, due to the high vehicle speed and large vehicle mass, the vehicle inertia is significantly enhanced. Once the steering response lags, it is very easy to have understeer or oversteer phenomena, which may further lead to the risk of vehicle body instability or tail swing. Through the vehicle control system of this application, the vehicle speed and yaw rate can be monitored in real time. By dynamically identifying the actual steering state of the vehicle, when it is judged that the actual steering state of the vehicle is understeer, the system will reduce the air pressure of the front airbag suspension of the vehicle or increase the air pressure of the rear airbag suspension, thereby realizing the adjustment of the body posture with the front part sinking and the rear part rising, moving the vehicle center of gravity backward, increasing the front wheel load, improving the front wheel steering response ability, further enhancing the steering ability and lateral support force of the vehicle, and effectively avoiding the "pushing head" phenomenon; on the contrary, when it is judged as oversteer, the system will increase the front airbag suspension or reduce the air pressure of the rear airbag suspension, making the body posture higher in the front and lower in the rear, thereby moving part of the center of gravity forward, reducing the rear wheel side slip trend, suppressing the tail swing, and improving the overall handling stability and driving safety of the vehicle.

[0075] In addition, during the operation on downhill roads such as mountains or hills, especially when the vehicle is fully loaded, when a commercial vehicle is driving on continuous curves, its lateral load changes violently. If the body posture change is not responded to in time, it is very easy to cause the vehicle to roll over due to understeer or load side shift. By using the "preset yaw rate" in this application as a dynamic reference value and comparing it with the actually detected real-time yaw rate, the controller can identify potential abnormal steering trends in advance, so that without relying on the emergency braking intervention of the traditional electronic stability system, only through the flexible suspension adjustment mechanism, the body roll posture can be optimized, the lateral stability of the vehicle during heavy load curve driving can be improved, and the rollover risk can be effectively reduced.

[0076] In summary, based on the combined judgment of vehicle speed and yaw rate, the present application achieves accurate identification of the vehicle's dynamic state, and effectively improves the driving safety and handling stability of commercial vehicles under complex working conditions through the optimized adjustment of the front and rear airbag suspensions of the vehicle.

[0077] Figure 2 It is a schematic flowchart of the vehicle control method provided by the embodiment of the present application; as Figure 2 shown, the method includes:

[0078] S201. Obtain the state parameters of the vehicle.

[0079] Among them, the state parameters include vehicle speed and yaw rate; among them, the vehicle speed is obtained through a speed sensor, and the yaw rate is obtained through a gyroscope, that is, the rotation rate of the vehicle around the vertical axis.

[0080] It can be understood that by obtaining the state parameters of the vehicle, the real-time performance and accuracy of the vehicle control system are ensured, providing a high-precision data basis for subsequent understeer judgment and air pressure adjustment.

[0081] S202. Determine the target understeer degree interval of the vehicle according to the vehicle speed and the preset vehicle speed.

[0082] Among them, the target understeer degree interval includes a first understeer degree interval and a second understeer degree interval, and the understeer degree in the second understeer degree interval is greater than the understeer degree in the first understeer degree interval.

[0083] In one achievable way, if the vehicle speed is less than the preset vehicle speed, then determine the first understeer degree interval as the target understeer degree interval;

[0084] if the vehicle speed is greater than the preset vehicle speed, then determine the second understeer degree interval as the target understeer degree interval.

[0085] It should be understood that when the vehicle speed is less than the preset vehicle speed, it is necessary to make the vehicle have a smaller understeer degree, reduce the turning diameter of the vehicle on the premise of ensuring vehicle stability, and improve vehicle passability; while when the vehicle speed is greater than the preset vehicle speed, it is necessary to make the vehicle have a moderate understeer degree to improve vehicle stability. It should also be noted that the preset vehicle speed can be determined according to the driving characteristics or operating environment of different vehicles, and the embodiments of the present application do not make specific limitations here.

[0086] Exemplarily, the preset vehicle speed can be set to 30 kilometers per hour (km / h). When the vehicle speed is 25 km / h, then determine the first understeer degree interval as the target understeer degree interval; when the vehicle speed is 45 km / h, then determine the second understeer degree interval as the target understeer degree interval.

[0087] It can be understood that by the above method, the difference in steering sensitivity of the vehicle at different vehicle speeds is taken into account, enhancing the adaptability of the system; improving the judgment accuracy rate, avoiding misjudgment, and thus avoiding unnecessary suspension adjustment.

[0088] S203. Determine the actual steering state of the vehicle according to the ratio of the yaw rate to the preset yaw rate and the target understeer degree interval.

[0089] Among them, the actual steering state of the vehicle includes normal steering, understeering, and oversteering; the preset yaw rate is the theoretical value of the required yaw rate of the vehicle at the current vehicle speed, that is, ideally, under the conditions of the current vehicle speed, steering angle, etc., the yaw rate that the vehicle should generate, which can be calculated through the vehicle dynamics model.

[0090] In an implementable manner, if the ratio is within the target understeer degree interval, it is determined that the actual steering state of the vehicle is normal steering; if the ratio is less than the target understeer degree interval, it is determined that the actual steering state of the vehicle is understeering; if the ratio is greater than the target understeer degree interval, it is determined that the actual steering state of the vehicle is oversteering.

[0091] It should be noted that during actual driving, the state parameters of the vehicle (such as vehicle speed, lateral acceleration, road adhesion coefficient, load, etc.) will change continuously; if a single target understeer degree value is used for judgment, it is easy to cause the system to misjudge frequently due to minor fluctuations, triggering unnecessary air pressure adjustment and affecting stability. Therefore, in the embodiments of the present application, the target understeer degree interval is used to filter out the fluctuations caused by errors, improve the robustness of the determination, avoid control misoperations caused by boundary errors, and thus improve the driving stability and ride comfort of the whole vehicle.

[0092] Exemplarily, assume that the preset yaw rate is ω, the vehicle yaw rate is , the current vehicle speed is 20 km / h, and the target understeer degree interval is the first understeer degree interval [1, 1.2]; if the ratio of the vehicle yaw rate to the preset yaw rate ω is 1.1, that is, within the target understeer degree interval, it is determined that the actual steering state of the vehicle is normal steering; if the ratio is 1.3, that is, greater than the target understeer degree interval, it is determined that the actual steering state of the vehicle is oversteering; if the ratio is 0.6, that is, less than the target understeer degree interval, it is determined that the actual steering state of the vehicle is understeering.

[0093] In another example, assume that the current vehicle speed is 40 km / h, and the target understeer degree interval is the second understeer degree interval [0.8, 1]; if the vehicle yaw rate If the ratio to the preset yaw rate ω is 0.9, that is, within the target understeer degree range, it is determined that the actual steering state of the vehicle is normal steering; if the ratio is 0.6, that is, less than the target understeer degree range, it is determined that the actual steering state of the vehicle is understeer; if the ratio is 1.3, that is, greater than the target understeer degree range, it is determined that the actual steering state of the vehicle is oversteer.

[0094] It can be understood that by quantifying the judgment of complex vehicle dynamic states into a ratio and interval matching problem, the calculation is simplified, the real-time performance is improved, and the calculation complexity is reduced, achieving the accuracy of determining the actual steering state, providing a basis for subsequent inflation and deflation operations of the vehicle airbag suspension.

[0095] S204. Adjust the air pressure of the vehicle airbag suspension according to the actual steering state of the vehicle to control the vehicle operation.

[0096] In an achievable way, if the actual steering state of the vehicle is normal steering, keep the air pressure of the vehicle airbag suspension unchanged; if the actual steering state of the vehicle is oversteer, increase the air pressure of the front vehicle airbag suspension or decrease the air pressure of the rear vehicle airbag suspension; if the actual steering state of the vehicle is understeer, decrease the air pressure of the front vehicle airbag suspension or increase the air pressure of the rear vehicle airbag suspension.

[0097] It should be noted that the combination of front and rear airbag suspensions can be used to achieve dynamic adjustment of the vehicle's longitudinal attitude (pitch angle). For example, when understeering, appropriately raising the front suspension and lowering the rear suspension helps increase the rear wheel load, reduce the front wheel load, and enhance steering response; when oversteering, appropriately lowering the front suspension and raising the rear suspension helps increase the front wheel load, reduce the rear wheel load, and improve vehicle stability. Therefore, when adjusting the vehicle airbag suspension, it can be adjusted for the front airbag suspension, or for the rear airbag suspension, or for the combination of front and rear airbag suspensions. This method not only improves the flexibility of the vehicle's overall attitude adjustment, but also enhances the system's adaptability to different steering states, enabling the vehicle to achieve precise steering control while further optimizing the vehicle's handling stability and ride comfort.

[0098] It can be understood that by adjusting the air pressure of the airbag suspension, the overall vehicle attitude and tire grounding characteristics are affected, quickly optimizing the body's dynamic response, reducing the handling problems caused by understeer / oversteer, and improving driving stability and safety.

[0099] An embodiment of the present application provides a vehicle control method, which includes: obtaining state parameters of the vehicle; determining a target understeer degree interval of the vehicle according to the vehicle speed and a preset vehicle speed; according to the ratio of the yaw rate to the preset yaw rate and the target understeer degree interval, by comparing the actual yaw rate with the preset yaw rate, it is possible to determine whether there is an understeer or oversteer problem with the vehicle, so as to determine the actual steering state of the vehicle (such as normal, understeer, oversteer), providing a clear basis for subsequent suspension adjustment; according to the actual steering state of the vehicle, adjusting the air pressure of the vehicle's airbag suspension to control the operation of the vehicle. Through this method, the active adaptation of the airbag suspension to the vehicle operation state is realized, thereby effectively improving the handling stability and safety of the vehicle.

[0100] Figure 3 It is a schematic structural diagram of the vehicle control device provided by the embodiment of the present application; as Figure 3 shown, the device includes:

[0101] An acquisition module 301, configured to obtain state parameters of the vehicle, and the state parameters include vehicle speed and yaw rate;

[0102] A first determination module 302, configured to determine a target understeer degree interval of the vehicle according to the vehicle speed and a preset vehicle speed;

[0103] A second determination module 303, configured to determine the actual steering state of the vehicle according to the ratio of the yaw rate to the preset yaw rate and the target understeer degree interval, and the preset yaw rate is the theoretical value of the required yaw rate of the vehicle at the current vehicle speed;

[0104] A control module 304, configured to adjust the air pressure of the vehicle's airbag suspension according to the actual steering state of the vehicle to control the operation of the vehicle.

[0105] In a possible implementation manner, the target understeer degree interval includes a first understeer degree interval and a second understeer degree interval, and the understeer degree in the second understeer degree interval is greater than the understeer degree in the first understeer degree interval;

[0106] The first determination module 302 is specifically configured to:

[0107] If the vehicle speed is less than the preset vehicle speed, then determine the first understeer degree interval as the target understeer degree interval;

[0108] If the vehicle speed is greater than the preset vehicle speed, then determine the second understeer degree interval as the target understeer degree interval.

[0109] In a possible implementation manner, the actual steering state of the vehicle includes normal steering, understeer, and oversteer;

[0110] The second determination module 303 is specifically configured to:

[0111] If the ratio is within the target understeer degree interval, determine that the actual steering state of the vehicle is normal steering;

[0112] If the ratio is less than the target understeer degree interval, determine that the actual steering state of the vehicle is understeer;

[0113] If the ratio is greater than the target understeer degree interval, determine that the actual steering state of the vehicle is oversteer.

[0114] In a possible implementation manner, the control module 304 is specifically configured to:

[0115] If the actual steering state of the vehicle is normal steering, keep the air pressure of the vehicle airbag suspension unchanged;

[0116] If the actual steering state of the vehicle is oversteer, increase the air pressure of the front airbag suspension of the vehicle or decrease the air pressure of the rear airbag suspension of the vehicle;

[0117] If the actual steering state of the vehicle is understeer, decrease the air pressure of the front airbag suspension of the vehicle or increase the air pressure of the rear airbag suspension of the vehicle.

[0118] In a possible implementation manner, the controller is communicatively connected to the air management module of the vehicle through a CAN bus. The air management module of the vehicle includes a valve group and an air storage tank, and the vehicle airbag suspension includes a pressure sensor;

[0119] The control module 304 is specifically configured to:

[0120] Control the valve group and the air storage tank in the air management module through the CAN bus to adjust the air pressure of the vehicle airbag suspension.

[0121] In a possible implementation manner, the vehicle control device 30 further includes a detection device for:

[0122] Obtain the air pressure of the vehicle airbag suspension in real time through the pressure sensor;

[0123] When the air pressure of the vehicle airbag suspension is greater than the preset air pressure, output an alarm message, and the alarm message is used to remind the driver that the air pressure of the vehicle airbag suspension is abnormal.

[0124] The vehicle control device provided in the embodiment of the present application can execute the method provided in the above method embodiment, and its implementation principle and technical effects are similar, which will not be elaborated here in this embodiment.

[0125] Figure 4 It is a schematic structural diagram of an electronic device provided in the embodiment of the present application. As Figure 4As shown in the figure, the electronic device 40 provided in this embodiment includes: at least one processor 401 and a memory 402. Optionally, the device 40 further includes a communication component 403. Among them, the processor 401, the memory 402, and the communication component 403 are connected through a bus 404.

[0126] In a specific implementation process, at least one processor 401 executes computer-executable instructions stored in the memory 402, so that at least one processor 401 executes the above-mentioned method.

[0127] For the specific implementation process of the processor 401, reference can be made to the above method embodiment. The implementation principle and technical effect are similar, and will not be elaborated here in this embodiment.

[0128] In the above embodiment, it should be understood that the processor may be a central processing unit (English: Central Processing Unit, abbreviated as: CPU), or other general-purpose processors, digital signal processors (English: Digital Signal Processor, abbreviated as: DSP), application specific integrated circuits (English: Application Specific Integrated Circuit, abbreviated as: ASIC), etc. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc. The steps of the method disclosed in combination with the invention can be directly embodied as being executed by a hardware processor, or executed by a combination of hardware and software modules in the processor.

[0129] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (Non-volatile Memory, NVM), such as at least one disk memory.

[0130] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the sake of convenience of representation, the bus in the drawings of this application is not limited to only one bus or one type of bus.

[0131] This application also provides a computer program product, including a computer program, which implements the above-mentioned method when executed by a processor.

[0132] The present application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above method.

[0133] The above-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk. The readable storage medium can be any available medium accessible by a general-purpose or special-purpose computer.

[0134] An exemplary readable storage medium is coupled to the processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in a device.

[0135] The division of units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling, direct coupling, or communication connection to each other can be an indirect coupling or communication connection through some interfaces, devices, or units, and can be in electrical, mechanical, or other forms.

[0136] The units described as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they can be located in one place, or can be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0137] In addition, in each embodiment of the present invention, the functional units can be integrated in a processing unit, can also exist separately physically for each unit, or two or more units can be integrated in one unit.

[0138] If a function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The foregoing storage medium includes: USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs, etc., which are various media that can store program codes.

[0139] Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to program instructions. The foregoing program can be stored in a computer-readable storage medium. When this program is executed, it executes the steps including the above method embodiments; and the foregoing storage medium includes: ROMs, RAMs, magnetic disks, or optical discs, etc., which are various media that can store program codes.

[0140] Finally, it should be noted that: After considering the specification and practicing the invention disclosed herein, those skilled in the art will readily think of other implementation manners of the present invention. The present invention is intended to cover any variations, uses, or adaptive changes of the present invention. These variations, uses, or adaptive changes follow the general principles of the present invention and include the common general knowledge or conventional technical means in the technical field not disclosed in the present invention. It is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present invention is only limited by the appended claims.

Claims

1. A vehicle control method, characterized in that, A controller applied to a vehicle, comprising: Obtaining the state parameters of the vehicle, where the state parameters include vehicle speed and yaw rate; Determining a target understeer degree interval of the vehicle according to the vehicle speed and a preset vehicle speed; Determining the actual steering state of the vehicle according to the ratio of the yaw rate to a preset yaw rate and the target understeer degree interval, where the preset yaw rate is the theoretical value of the required yaw rate of the vehicle at the current vehicle speed; Adjusting the air pressure of the vehicle's airbag suspension according to the actual steering state of the vehicle to control the operation of the vehicle.

2. The method according to claim 1, wherein The target understeer degree interval includes a first understeer degree interval and a second understeer degree interval, and the understeer degree in the second understeer degree interval is greater than the understeer degree in the first understeer degree interval; The determining the target understeer degree interval of the vehicle according to the vehicle speed and the preset vehicle speed includes: If the vehicle speed is less than the preset vehicle speed, determining the first understeer degree interval as the target understeer degree interval; If the vehicle speed is greater than the preset vehicle speed, determining the second understeer degree interval as the target understeer degree interval.

3. The method according to claim 1, characterized in that The actual steering state of the vehicle includes normal steering, understeering, and oversteering; The determining the actual steering state of the vehicle according to the ratio of the yaw rate to the preset yaw rate and the target understeer degree interval includes: If the ratio is within the target understeer degree interval, determining the actual steering state of the vehicle as normal steering; If the ratio is less than the target understeer degree interval, determining the actual steering state of the vehicle as understeering; If the ratio is greater than the target understeer degree interval, determining the actual steering state of the vehicle as oversteering.

4. The method according to any one of claims 1-3, characterized in that, The adjusting the air pressure of the vehicle's airbag suspension according to the actual steering state of the vehicle includes: If the actual steering state of the vehicle is normal steering, keeping the air pressure of the vehicle's airbag suspension unchanged; If the actual steering state of the vehicle is oversteering, increasing the air pressure of the vehicle's front airbag suspension or decreasing the air pressure of the vehicle's rear airbag suspension; If the actual steering state of the vehicle is understeering, decreasing the air pressure of the vehicle's front airbag suspension or increasing the air pressure of the vehicle's rear airbag suspension.

5. The method according to claim 1, wherein The controller is communicatively connected to the air management module of the vehicle through a CAN bus, the air management module of the vehicle includes a valve group and an air storage tank, and the vehicle's airbag suspension includes a pressure sensor; The adjusting the air pressure of the vehicle's airbag suspension includes: Controlling the valve group and the air storage tank in the air management module through the CAN bus to adjust the air pressure of the vehicle's airbag suspension.

6. The method according to claim 5, wherein The method further includes Obtaining the air pressure of the vehicle's airbag suspension in real time through the pressure sensor; When the air pressure of the vehicle's airbag suspension is greater than a preset air pressure, outputting an alarm message for reminding the driver that the air pressure of the vehicle's airbag suspension is abnormal.

7. A vehicle control device, characterized in that, Comprising: An obtaining module for obtaining the state parameters of the vehicle, where the state parameters include vehicle speed and yaw rate; A first determination module, configured to determine a target understeer degree interval of the vehicle according to the vehicle speed and a preset vehicle speed; A second determination module, configured to determine an actual steering state of the vehicle according to a ratio of the yaw rate to a preset yaw rate and the target understeer degree interval, where the preset yaw rate is a theoretical value of a required yaw rate of the vehicle at the current vehicle speed; A control module, configured to adjust an air pressure of an airbag suspension of the vehicle according to the actual steering state of the vehicle to control the running of the vehicle.

8. An electronic device, characterized in that, including: a memory, a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, so that the processor executes the method according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, Computer-executable instructions are stored in the computer-readable storage medium, and when the computer-executable instructions are executed by a processor, they are used to implement the method according to any one of claims 1-6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it is used to implement the method according to any one of claims 1-6.

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