Vehicle control method, device and system, vehicle and storage medium

Abstract

The embodiment of the invention provides a vehicle control method, device and system, a vehicle and a storage medium. The vehicle control method comprises the steps that driving parameters and a real-time camber angle are obtained; determining a preset camber angle according to the driving parameters; and under the condition that the real-time camber angle is not matched with the preset camber angle, the camber angle adjusting assembly is controlled to operate until the real-time camber angle is matched with the preset camber angle. In the embodiment of the invention, the dynamic adjustment of the camber angle of the wheel can be realized under different driving working conditions, so that different requirements of the vehicle on the camber angle of the wheel under different driving working conditions in the driving process are met.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle control method, device, system, vehicle and storage medium. Background Art

[0002] In the related art, the wheel camber angle is usually adjusted through a wheel camber angle adjustment system after the vehicle is stationary; however, it is difficult to meet the different requirements of the wheel camber angle under different driving conditions during the vehicle's driving process. Summary of the Invention

[0003] The purpose of the embodiments of the present invention is to provide a vehicle control method, device, system, vehicle, and storage medium to address the problem that current solutions are unable to meet the different requirements for wheel camber angles in different driving conditions during vehicle operation. The specific technical solutions are as follows:

[0004] In a first aspect of the present invention, a vehicle control method is provided, wherein the vehicle includes a camber angle adjustment assembly, and the method includes:

[0005] Get driving parameters and real-time camber angle;

[0006] determining a preset camber angle according to the driving parameters;

[0007] In a case where the real-time camber angle does not match the preset camber angle, the camber angle adjustment component is controlled to operate until the real-time camber angle matches the preset camber angle.

[0008] Optionally, the driving parameters include steering wheel angle, lateral acceleration and wheel slip rate;

[0009] The determining of the preset camber angle according to the driving parameters includes:

[0010] When the steering wheel angle among the driving parameters is not zero, the preset camber angle is determined according to at least the lateral acceleration and the wheel slip rate among the driving parameters.

[0011] Optionally, the driving parameter includes a steering wheel angle;

[0012] The determining of the preset camber angle according to the driving parameters includes:

[0013] When the steering wheel angle in the driving parameters is zero, the preset camber angle is determined to be 0°.

[0014] Optionally, when the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle includes:

[0015] In a case where the real-time camber angle does not match the preset camber angle, determining preset control parameters of the camber angle adjustment component according to the driving parameters, wherein the preset control parameters include at least one parameter that affects the adjustment speed of the camber angle adjustment component on the wheel camber angle;

[0016] The camber angle adjustment component is controlled to operate according to the preset control parameters until the real-time camber angle matches the preset camber angle.

[0017] Optionally, the camber angle adjustment assembly includes a drive member having a rotating output shaft;

[0018] The step of determining the preset control parameters of the camber angle adjustment component according to the driving parameters includes:

[0019] At least one of the following preset control parameters of the camber angle adjustment assembly is determined according to the driving parameter: the output torque of the driving member and the rotational speed of the driving member.

[0020] Optionally, the camber angle adjustment assembly is connected to the vehicle body and the suspension system.

[0021] Optionally, the camber angle adjustment assembly includes a rack and pinion mechanism and a driving member connected to the rack and pinion mechanism.

[0022] Optionally, the driving parameters include steering wheel angle, vehicle speed, lateral acceleration and wheel slip rate;

[0023] The step of determining the preset control parameters of the camber angle adjustment component according to the driving parameters includes:

[0024] If the steering wheel angle in the driving parameter is not zero, the preset control parameter of the camber angle adjustment component is determined according to at least one of the vehicle speed, steering wheel angle, lateral acceleration, and wheel slip rate in the driving parameter.

[0025] Optionally, the driving parameters include steering wheel angle, vehicle speed, longitudinal acceleration and wheel slip rate;

[0026] The step of determining the preset control parameters of the camber angle adjustment component according to the driving parameters includes:

[0027] If the steering wheel angle in the driving parameter is zero, the preset control parameter of the camber angle adjustment component is determined according to at least one of the vehicle speed, steering wheel angle, longitudinal acceleration, and wheel slip rate in the driving parameter.

[0028] Optionally, when the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle includes:

[0029] When the real-time camber angle is greater than the preset camber angle, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs negative camber adjustment on the wheel camber angle until the real-time camber angle is equal to the preset camber angle.

[0030] Optionally, when the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle includes:

[0031] When the real-time camber angle is greater than a preset upper limit value, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs negative camber adjustment on the wheel camber angle until the real-time camber angle is greater than or equal to the preset lower limit value and less than or equal to the preset upper limit value, wherein the preset upper limit value is the sum of the preset camber angle and the preset tolerance, and the preset lower limit value is the difference between the preset camber angle and the preset tolerance.

[0032] Optionally, when the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle includes:

[0033] When the real-time camber angle is less than the preset camber angle, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber angle until the real-time camber angle is equal to the preset camber angle.

[0034] Optionally, when the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle includes:

[0035] When the real-time camber angle is less than a preset lower limit value, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber angle until the real-time camber angle is greater than or equal to the preset lower limit value and less than or equal to the preset upper limit value, wherein the preset upper limit value is the sum of the preset camber angle and the preset tolerance, and the preset lower limit value is the difference between the preset camber angle and the preset tolerance.

[0036] Optionally, when the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle, the method further includes:

[0037] Get steering wheel angle, wheel slip rate and preset slip rate;

[0038] determining whether the wheel slip rate is greater than the preset slip rate;

[0039] If the wheel slip rate is greater than the preset slip rate, then when the steering wheel angle is not zero, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs negative camber adjustment on the wheel camber angle until the wheel slip rate is less than or equal to the preset slip rate.

[0040] Optionally, after determining whether the wheel slip rate is greater than the preset slip rate, the method further includes:

[0041] If the wheel slip rate is greater than the preset slip rate, then when the steering wheel angle is zero, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber angle until the wheel slip rate is less than or equal to the preset slip rate.

[0042] In a second aspect of the present invention, a vehicle control device is provided, wherein the vehicle includes a camber angle adjustment assembly, and the device includes:

[0043] A first acquisition module is used to obtain driving parameters and real-time camber angle;

[0044] a first determining module, configured to determine a preset camber angle according to the driving parameters;

[0045] The first control module is configured to control the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle when the real-time camber angle does not match the preset camber angle.

[0046] In another aspect of the present invention, a vehicle control system is provided, comprising:

[0047] camber adjustment assembly;

[0048] Memory for storing computer programs;

[0049] The processor is configured to implement the vehicle control method described above when executing the computer program stored in the memory.

[0050] In yet another aspect of the present invention, a vehicle is provided, comprising the vehicle control system as described above.

[0051] In another aspect of the present invention, a computer-readable storage medium is provided, storing computer-executable instructions, wherein the computer-executable instructions are used to enable a computer to execute the vehicle control method as described above.

[0052] Compared with the related art, the embodiments of the present invention have at least the following advantages:

[0053] In an embodiment of the present invention, a vehicle includes a camber adjustment assembly connected to the vehicle body and suspension system. The camber adjustment assembly is used to adjust the wheel camber angle. In this embodiment of the present invention, a preset camber angle is determined based on driving parameters. If the real-time camber angle does not match the preset camber angle, the camber adjustment assembly is controlled to operate so that the adjusted wheel camber angle matches the preset camber angle. This allows for dynamic adjustment of the wheel camber angle under different driving conditions, thereby meeting the varying camber angle requirements of the vehicle under different driving conditions. This allows for a balanced approach to different driving conditions, and consequently, the vehicle's performance limits under different driving conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for describing the embodiments or the prior art.

[0055] Figure 1 A flowchart of a vehicle control method provided in an embodiment of the present invention;

[0056] Figure 2 A schematic diagram of the dynamic change of the wheel camber angle in a vehicle provided in an embodiment of the present invention;

[0057] Figure 3 Schematic diagram of the structure of the vehicle camber adjustment assembly, body connection parts, and suspension arm provided in an embodiment of the present invention Figure 1 ;

[0058] Figure 4 Schematic diagram of the structure of the vehicle camber adjustment assembly, body connection parts, and suspension arm provided in an embodiment of the present invention Figure 2 ;

[0059] Figure 5 Schematic diagram of the structure of the vehicle camber adjustment assembly, body connection parts, and suspension arm provided in an embodiment of the present invention Figure 3 ;

[0060] Figure 6 A flowchart of another vehicle control method provided in an embodiment of the present invention;

[0061] Figure 7 A flowchart of the steps of another vehicle control method provided in an embodiment of the present invention;

[0062] Figure 8 A flowchart of the steps in the actual application of the vehicle control method provided in an embodiment of the present invention;

[0063] Figure 9This is a structural block diagram of a vehicle control device provided in an embodiment of the present invention.

[0064] Reference numerals:

[0065] 1-camber angle adjustment assembly, 11-gear, 12-rack, 13-gear shaft, 2-suspension swing arm, 21-guide groove, 3-wheel, 4-body connecting piece, 41-cavity, 5-guide rail. DETAILED DESCRIPTION

[0066] The technical solutions in the embodiments of the present invention will be described below with reference to the accompanying drawings in the embodiments of the present invention.

[0067] Reference Figure 1 , is a flow chart of the steps of a vehicle control method provided in an embodiment of the present invention, such as Figure 1 As shown, the method may specifically include the following steps:

[0068] Step 101: Acquire driving parameters and real-time camber angle.

[0069] The vehicle can be an ordinary car or a racing car, and the vehicle control method can be applied to a scenario where a racing car is driving on a track. Obtaining driving parameters and real-time camber angles may include: obtaining driving parameters and real-time camber angles while the vehicle is driving. The vehicle speed may be obtained first, and then it is determined whether the vehicle is driving based on the vehicle speed. The vehicle speed can be monitored by a speed sensor. If the vehicle speed is zero, it means that the vehicle is not driving. If the vehicle speed is greater than zero, it means that the vehicle is driving. Driving parameters are parameters that can reflect the dynamic performance and operating status of the vehicle while it is driving. Driving parameters may include real-time camber angles, vehicle speed, steering wheel angles, lateral acceleration, longitudinal acceleration, wheel slip rate, etc. It should be noted that the vehicle's driving process is a dynamic process, and there may be brief periods of static state during the vehicle's driving process.

[0070] The real-time camber angle is also the real-time wheel camber angle. The wheel camber angle refers to the inclination angle of the wheel relative to the vertical direction. The vertical direction is the direction perpendicular to the horizontal ground. The real-time camber angle can be collected by the angle sensor. The wheel camber angle is divided into three types: negative, 0°, and positive. When the wheel camber angle is 0°, the wheel is perpendicular to the horizontal ground. When the wheel camber angle is negative, the top of the wheel tilts inward. When the wheel camber angle is positive, the top of the wheel tilts outward. The real-time camber angle is represented by β, refer to Figure 2 , Figure 2 In the upper middle figure, the real-time camber angle β is 0°. Figure 2 In the lower center graph, the real-time camber angle β is a negative value.

[0071] Step 102: Determine a preset camber angle according to driving parameters.

[0072] Among them, the preset camber angle can be determined based on at least the steering wheel angle in the driving parameters. The preset camber angles corresponding to the steering wheel angles in the driving parameters being non-zero and zero are different. The steering wheel angle refers to the deflection angle of the steering wheel relative to its neutral position (i.e. the position of the steering wheel when the vehicle is traveling in a straight line). The steering wheel angle can be collected by an angle sensor. Specifically, when the steering wheel angle is zero, the preset camber angle is 0°. When the steering wheel angle is not zero, that is, when the absolute value of the steering wheel angle is greater than zero, the preset camber angle is less than 0°.

[0073] Research has shown that when cornering, under the influence of lateral force, the tire exerts greater lateral force when the wheel camber angle is negative. The preset camber angle, θ, when the steering wheel angle is non-zero, can range from -1° to -5°. When a vehicle is cornering, adjusting the wheel camber angle to less than 0°—that is, tilting the top of the wheel inward—enables more complete contact between the wheel tread and the ground, thereby improving tire grip. This increased grip significantly reduces the risk of wheel slip during cornering, improves cornering stability, and maximizes the vehicle's performance during cornering.

[0074] Step 103 : When the real-time camber angle does not match the preset camber angle, control the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle.

[0075] The real-time camber angle matching the preset camber angle may mean that the real-time camber angle is equal to the preset camber angle, or that the real-time camber angle is within the range of ±α of the preset camber angle. α is also referred to as the preset tolerance, which can be set based on actual needs, for example, 0.01° to 0.05°. The real-time camber angle not matching the preset camber angle may mean that the real-time camber angle is not equal to the preset camber angle, or that the real-time camber angle is not within the range of ±α of the preset camber angle.

[0076] Reference Figures 2 to 5 The vehicle includes a camber adjustment assembly 1, which is connected to the vehicle body and the suspension swing arm in the suspension system. The camber adjustment assembly 1 is used to adjust the camber angle of the wheel. The camber adjustment assembly 1 preferably includes a rack and pinion mechanism and a driving member connected to the rack and pinion mechanism. The rack and pinion mechanism is connected between a vehicle body connector 4 and a suspension swing arm 2 in the vehicle. The vehicle body connector 4 is used to connect to the vehicle body, and the suspension swing arm 2 is used to connect to the wheel 3. The rack and pinion mechanism has a fixed transmission ratio and can achieve linear motion in the micron level, which can ensure the accuracy of the wheel camber adjustment. In addition, the rack and pinion mechanism has a simple structure, strong rigidity, and strong impact resistance, and is suitable for long-term use under high loads and complex working conditions.

[0077] In other embodiments, the camber angle adjustment assembly 1 may include a linear drive component, which is mounted on the vehicle body connector 4 , and the output shaft of the linear drive component is connected to the suspension arm 2 .

[0078] The rack and pinion mechanism includes a gear 11 and a rack 12 meshing with the gear 11. The gear 11 can be rotatably connected to the vehicle body connector 4 via a gear shaft 13. The gear shaft 13 can be connected to the vehicle body connector 4 via a bearing. The rack 12 can be set on the suspension swing arm 2. The suspension swing arm 2 can be connected to the wheel 3 via a ball stud and a steering knuckle. The vehicle body connector 4 can be fixed to the vehicle body. The driving member has a rotating output shaft, which is connected to the gear shaft 13. The driving member is used to drive the gear shaft 13 to rotate, and the rotation of the gear shaft 13 drives the gear 11 to rotate. The driving member can be a motor. The rotating output shaft can be specifically connected to Figure 4 B of the gear shaft 13 shown in FIG.

[0079] The body connector 4 may be provided with a cavity 41, with the gear 11 located within the cavity 41. A guide rail 5 may also be connected to the body connector 4, and a guide groove 21 may be provided on the suspension arm 2, with the guide rail 5 slidably connected within the guide groove 21. The cross-sectional shape of the guide rail 5 may be square, wedge-shaped, arc-shaped, or the like. When the drive member is in operation, the drive gear shaft 13 rotates, which drives the gear 11 to rotate. The gear 11 engages with the rack 12, which drives the rack 12 to move. The movement of the rack 12 drives the suspension arm 2 to move, which drives the wheel to adjust the camber angle of the wheel. The extension direction of the rack 12 is parallel to the extension direction of the guide rail 5. The extension direction of the rack 12 can be tilted relative to the horizontal plane. The tilt angle can be set according to actual needs, for example, it can be set to 30° to 60°. When the suspension arm 2 moves, it specifically moves along the extension direction of the guide rail 5.

[0080] In an example of wheel camber adjustment, when the vehicle changes from straight driving to turning driving, the real-time camber angle is near 0°, and the preset camber angle is θ. At this time, the driving part applies reverse torque, and the suspension swing arm 2 moves along Figure 2 The suspension arm 2 moves inward in the direction indicated by the arrow A, and the suspension arm 2 moves inward, driving the wheel 3 to tilt inward.

[0081] Vehicles are designed with an initial wheel camber angle and a camber gradient, which influence the real-time wheel camber angle before adjustment. The initial wheel camber angle refers to the preset wheel camber angle when the vehicle is stationary or free of external forces, and is typically determined by the suspension structure. The initial wheel camber angle can be 0°. The camber gradient refers to the degree to which the wheel camber angle changes with the movement of the suspension system during vehicle operation. β1 represents the real-time wheel camber angle before adjustment, Δβ represents the amount of camber adjustment applied by the camber adjustment component, and β2 represents the real-time wheel camber angle after adjustment. Thus, β2 = β1 + Δβ.

[0082] When driving on the same track, the performance requirements for the vehicle are different for curves and straight-line driving. In an example of wheel camber adjustment, when driving in a straight line, the wheel contact area needs to be maximized during acceleration / braking. At this time, the real-time camber angle needs to be adjusted to near zero. When driving on a curve, the wheel contact area needs to be maximized when the wheel is subjected to lateral force. At this time, the real-time camber angle needs to be adjusted to near θ. When the driver is driving on the track and brakes at the end of the straight line, the real-time camber angle is adjusted to near zero to achieve maximum braking force. Immediately after the vehicle enters the curve, the wheel camber angle is dynamically adjusted to near θ. At this time, the tire provides maximum lateral force to improve cornering performance. The acceleration condition is similar to the braking condition.

[0083] In an embodiment of the present invention, a vehicle includes a camber adjustment assembly 1, which is connected to the vehicle body and suspension system. The camber adjustment assembly 1 is used to adjust the wheel camber angle. In this embodiment of the present invention, a preset camber angle is determined based on driving parameters. When the real-time camber angle does not match the preset camber angle, the camber adjustment assembly 1 is controlled to operate so that the adjusted wheel camber angle matches the preset camber angle. Dynamic adjustment of the wheel camber angle can be achieved under different driving conditions to meet the different requirements for wheel camber angle under different driving conditions during driving, thereby taking into account different driving conditions and, in turn, the vehicle's extreme performance under different driving conditions.

[0084] When the preset camber angles corresponding to non-zero and zero steering wheel angles are different, the preset camber angles corresponding to the vehicle's straight-line driving and turning driving are different. Therefore, when the vehicle is driving in a straight line and turning, the wheel camber angle can be adjusted to different preset camber angles through the camber adjustment component, that is, the wheel camber angle can be dynamically adjusted when the vehicle switches from straight-line driving to turning driving or from turning driving to straight-line driving, thereby taking into account different driving conditions of straight-line driving and turning driving, and taking into account the vehicle's extreme performance during straight-line braking driving, straight-line acceleration driving, and turning driving.

[0085] In an optional embodiment of the present invention, the driving parameters include a steering wheel angle, a lateral acceleration, and a wheel slip rate; step 102, determining a preset camber angle based on the driving parameters, includes:

[0086] When the steering wheel angle among the driving parameters is not zero, the preset camber angle is determined according to at least the lateral acceleration and the wheel slip rate among the driving parameters.

[0087] When the steering wheel angle is not zero, the preset camber angle is determined based on at least the lateral acceleration and wheel slip ratio among the driving parameters. When the steering wheel angle is not zero, the preset camber angle is preferably determined based on the lateral acceleration and wheel slip ratio among the driving parameters. Lateral acceleration is the acceleration generated by centrifugal force during a vehicle turn. Lateral acceleration can be acquired using an acceleration sensor. Wheel slip ratio is a parameter that describes the degree of slippage of a wheel relative to its free-rolling state during driving. Wheel slip ratio can be calculated using a wheel slip ratio calculation formula. In other embodiments, when the steering wheel angle is not zero, the preset camber angle can also be determined based on the vehicle speed, steering wheel angle, lateral acceleration, and wheel slip ratio among the driving parameters.

[0088] Specifically, the mapping relationship between lateral acceleration and wheel slip and the preset camber angle can be determined through calibration. In vehicle engineering, calibration refers to the process of determining the optimal settings or mapping relationships for various vehicle control parameters through testing, data analysis, and adjustment to meet specific performance targets. After calibration, the vehicle's memory stores the mapping relationship between lateral acceleration and wheel slip and the preset camber angle. Based on this mapping relationship, the preset camber angle corresponding to different lateral accelerations and wheel slip rates can be determined.

[0089] During vehicle operation, especially during cornering, a variety of factors influence a vehicle's dynamic performance and stability, with lateral acceleration and wheel slip being key indicators. Lateral acceleration reflects the lateral centrifugal force exerted on the vehicle during cornering. When lateral acceleration increases, the centrifugal force causes the vehicle to camber outward, causing the outer tread to tend to contact the ground more unilaterally. In this case, reducing the preset camber angle to a negative value—increasing the inward tilt of the wheel—can compensate for this change in force, restoring uniform contact with the outer tread and optimizing grip. Wheel slip reflects the degree of wheel slip relative to the ground and is a key indicator of tire adhesion. When slip increases, reducing the preset camber angle to a negative value—increasing the inward tilt of the wheel—can increase the tire's contact patch and ground pressure, improving grip.

[0090] The vehicle has different requirements for preset camber angles when turning on different curves. In an embodiment of the present invention, the preset camber angles corresponding to different turning situations are determined based on at least the lateral acceleration and the wheel slip rate. The wheel camber angles can be dynamically adjusted in different turning situations, thereby increasing the tire contact area and tire grip in different turning situations, enhancing turning stability, and maximizing the vehicle's extreme performance in different turning situations, thereby taking into account different turning driving conditions.

[0091] In an optional embodiment of the present invention, the driving parameter includes a steering wheel angle; step 102, determining a preset camber angle according to the driving parameter, includes:

[0092] When the steering wheel angle in the driving parameters is zero, the preset camber angle is determined to be 0°.

[0093] A zero steering wheel angle indicates the vehicle is traveling in a straight line. Based on test data, a wheel camber angle near 0° provides the greatest longitudinal force. When the vehicle is traveling in a straight line, adjusting the wheel camber to 0° ensures full contact between the tire tread and the ground, optimizing the contact patch and improving tire grip, ultimately maximizing the vehicle's performance during straight-line acceleration and braking.

[0094] Reference Figure 6 , is a flowchart of another vehicle control method provided in an embodiment of the present invention, such as Figure 6 As shown, the method may specifically include the following steps:

[0095] Step 201 : Acquire driving parameters and real-time camber angle during vehicle driving.

[0096] Step 202: Determine a preset camber angle according to driving parameters.

[0097] Step 203 : When the real-time camber angle does not match the preset camber angle, the preset control parameters of the camber angle adjustment component are determined according to the driving parameters.

[0098] The preset control parameters can be determined based on at least one of the driving parameters: vehicle speed, steering wheel angle, acceleration, and wheel slip rate. The preset control parameters include at least one parameter that affects the speed at which the camber adjustment assembly adjusts the wheel camber angle. When the camber adjustment assembly includes a drive member having a rotating output shaft, the output torque and rotational speed of the drive member are both parameters that affect the speed at which the camber adjustment assembly adjusts the wheel camber angle. In this case, the preset control parameters may include the output torque and / or rotational speed of the drive member. When the camber adjustment assembly includes a linear drive member, the preset control parameters may include the moving speed of the drive member.

[0099] For driving conditions requiring a high adjustment speed, such as a sharp turn at high speed and a rapidly increasing lateral acceleration, the preset control parameter is increased to quickly adjust the wheel camber angle to the preset camber angle. For driving conditions requiring a low adjustment speed, such as a slight turn at low speed, the preset control parameter is slightly reduced to ensure smooth adjustment.

[0100] Step 204 : Control the camber angle adjustment component to operate according to preset control parameters until the real-time camber angle matches the preset camber angle.

[0101] Specifically, the operation of the driving components in the camber angle adjustment assembly is controlled based on preset control parameters. The driving parameters reflect the current driving condition of the vehicle. In this embodiment, the preset control parameters are determined based on the driving parameters, and the operation of the camber angle adjustment assembly is controlled based on the preset control parameters. This can adapt to different adjustment speed requirements under different operating conditions. For example, the wheel camber angle can be adjusted quickly in high-demand conditions and smoothly in low-demand conditions.

[0102] In other embodiments, a preset control parameter may also be determined based on the difference between the real-time camber angle and the preset camber angle. The greater the difference between the real-time camber angle and the preset camber angle, the larger the preset control parameter. When the vehicle switches from straight-line driving to turning, the real-time camber angle is near 0°, and the preset camber angle is θ. Since the value of θ varies in different turning situations, the adjustment range of the wheel camber angle from 0° to different θs varies. By controlling the operation of the camber angle adjustment component according to the preset control parameter, the wheel camber angle can be quickly adjusted to the preset camber angle under different camber angle adjustment ranges. Similarly, when the vehicle switches from turning to straight-line driving, the real-time camber angle is near θ, the preset camber angle is 0°, and the adjustment range of the wheel camber angle from different θs to 0° varies.

[0103] In an optional embodiment of the present invention, the camber angle adjustment component includes a driving member having a rotating output shaft. Step 203 determines the preset control parameters of the camber angle adjustment component based on the driving parameters, including: determining at least one of the following preset control parameters of the camber angle adjustment component based on the driving parameters: the output torque of the driving member and the rotational speed of the driving member.

[0104] The driving member may be a motor. The preset control parameter may be the output torque of the driving member, or the rotational speed of the driving member, or both the output torque of the driving member and the rotational speed of the driving member. The output torque of the driving member determines the magnitude of the driving force of the driving member on the load, and the rotational speed determines the speed at which the rotating output shaft of the driving member rotates. The output torque of the driving member and / or the rotational speed of the driving member directly affect the adjustment speed of the camber angle of the wheel by the camber angle adjustment component, and the output torque of the driving member and / or the rotational speed of the driving member are direct control parameters of the driving member. In this embodiment, the output torque of the driving member and / or the rotational speed of the driving member are determined according to the driving parameters, and the adjustment speed of the wheel camber angle can be dynamically adjusted based on the direct control parameters of the driving member without introducing additional intermediate parameters, thereby simplifying the control logic.

[0105] In an optional embodiment of the present invention, the driving parameters include steering wheel angle, vehicle speed, lateral acceleration, and wheel slip rate; step 203, determining the preset control parameters of the camber angle adjustment component based on the driving parameters, includes:

[0106] If the steering wheel angle in the driving parameter is not zero, the preset control parameter of the camber angle adjustment component is determined according to at least one of the vehicle speed, the steering wheel angle, the lateral acceleration, and the wheel slip rate in the driving parameter.

[0107] If the steering wheel angle in the driving parameter is not zero, the preset control parameter is preferably determined based on the vehicle speed, steering wheel angle, lateral acceleration, and wheel slip rate. The vehicle speed can be collected by a speed sensor.

[0108] Specifically, the mapping relationship between vehicle speed, steering wheel angle, lateral acceleration, and wheel slip ratio and the preset control parameters can be determined through calibration. After calibration, the vehicle's memory stores the mapping relationship between vehicle speed, steering wheel angle, lateral acceleration, and wheel slip ratio and the preset control parameters. Based on this mapping relationship between vehicle speed, steering wheel angle, lateral acceleration, and wheel slip ratio and the preset control parameters, the preset control parameters corresponding to different vehicle speeds, steering wheel angles, lateral accelerations, and wheel slip ratios can be determined.

[0109] Vehicle speed, steering wheel angle, lateral acceleration, and wheel slip rate directly reflect the vehicle's dynamic state and control requirements, and are important reference parameters for adjusting the wheel camber angle. In the embodiment of the present invention, the preset control parameters are dynamically determined by integrating driving parameters such as vehicle speed, steering wheel angle, lateral acceleration, and wheel slip rate, thereby ensuring the accuracy and rationality of the preset control parameters.

[0110] In an optional embodiment of the present invention, the driving parameters include steering wheel angle, vehicle speed, longitudinal acceleration, and wheel slip rate; step 203, determining the preset control parameters of the camber angle adjustment component based on the driving parameters, includes:

[0111] If the steering wheel angle in the driving parameter is zero, the preset control parameter of the camber angle adjustment component is determined according to at least one of the vehicle speed, the steering wheel angle, the longitudinal acceleration, and the wheel slip rate in the driving parameter.

[0112] If the steering wheel angle in the driving parameter is zero, the preset control parameters are preferably determined based on the vehicle speed, steering wheel angle, longitudinal acceleration, and wheel slip rate. Longitudinal acceleration is the acceleration generated by the vehicle in the forward or reverse direction, typically caused by driving force or braking force. Longitudinal acceleration can be collected by an acceleration sensor.

[0113] Specifically, the mapping relationship between vehicle speed, steering wheel angle, longitudinal acceleration, and wheel slip ratio and the preset control parameters can be determined through calibration. After calibration, the vehicle's memory stores the mapping relationship between vehicle speed, steering wheel angle, longitudinal acceleration, and wheel slip ratio and the preset control parameters. Based on this mapping relationship between vehicle speed, steering wheel angle, longitudinal acceleration, and wheel slip ratio and the preset control parameters, the preset control parameters corresponding to different vehicle speeds, steering wheel angles, longitudinal accelerations, and wheel slip ratios can be determined.

[0114] Vehicle speed, steering wheel angle, longitudinal acceleration, and wheel slip rate directly reflect the vehicle's dynamic state and control requirements, and are important reference parameters for adjusting the wheel camber angle. In the embodiment of the present invention, the preset control parameters are dynamically determined by integrating driving parameters such as vehicle speed, steering wheel angle, longitudinal acceleration, and wheel slip rate, thereby ensuring the accuracy and rationality of the preset control parameters.

[0115] In an example of wheel camber angle adjustment, when the vehicle switches from straight driving to curved driving, when the real-time camber angle β is greater than the preset camber angle θ, the processor in the vehicle comprehensively determines the output torque of the driving member and / or the rotational speed of the driving member based on the vehicle speed, steering wheel angle, lateral acceleration, and wheel slip rate, and controls the driving member to operate to apply a reverse torque based on the output torque of the driving member and / or the rotational speed of the driving member to drive the gear 11 to rotate. The rotation of the gear 11 drives the rack 12 to move inward, and the inward movement of the rack 12 drives the suspension arm 2 to move inward. The inward movement of the suspension arm 2 drives the wheel 3 to tilt inward, thereby changing the wheel camber angle until β=θ, and the driving member is controlled to stop operating. In this process, the wheel camber angle can be quickly adjusted to the preset camber angle, thereby improving the cornering limit performance of the vehicle to achieve maximum cornering speed.

[0116] In an example of wheel camber angle adjustment, when the real-time camber angle β is less than the preset camber angle θ while driving on a curve, the processor in the vehicle comprehensively determines the output torque of the driving member and / or the rotational speed of the driving member based on the vehicle speed, steering wheel angle, lateral acceleration, and wheel slip rate, and controls the driving member to apply a positive torque based on the output torque of the driving member and / or the rotational speed of the driving member to drive the gear 11 to rotate. The rotation of the gear 11 drives the rack 12 to move outward. The outward movement of the rack 12 drives the suspension arm 2 to move outward. The outward movement of the suspension arm 2 drives the wheel 3 to tilt outward, thereby changing the wheel camber angle until β=θ, at which time the driving member is controlled to stop running.

[0117] In an example of wheel camber angle adjustment, during straight-line acceleration, when the real-time camber angle β is greater than 0°, the processor in the vehicle comprehensively determines the output torque of the driving member and / or the rotational speed of the driving member based on the vehicle speed, steering wheel angle, lateral acceleration, and wheel slip rate, and controls the operation of the driving member based on the output torque of the driving member and / or the rotational speed of the driving member to apply a reverse torque to drive the gear 11 to rotate. The rotation of the gear 11 drives the rack 12 to move inward, and the inward movement of the rack 12 drives the suspension arm 2 to move inward. The inward movement of the suspension arm 2 drives the wheel 3 to tilt inward, thereby changing the wheel camber angle until β=0°, at which point the driving member is controlled to stop running. In this process, the wheel camber angle can be quickly adjusted to 0°, thereby improving the straight-line acceleration performance of the vehicle.

[0118] In an example of wheel camber adjustment, when accelerating out of a corner and in a straight line, when the real-time camber angle β is less than 0°, the vehicle's processor determines the output torque and / or rotational speed of the driver based on vehicle speed, steering wheel angle, lateral acceleration, and wheel slip. Based on the output torque and / or rotational speed, the driver is controlled to apply a positive torque, thereby rotating gear 11. This rotation of gear 11 drives rack 12 outward, which in turn drives suspension arm 2 outward. This outward movement of suspension arm 2 causes wheel 3 to tilt outward, thereby changing the wheel camber angle until β = 0°, at which point the driver is controlled to stop. β is then maintained at 0° until the next control step, improving the vehicle's straight-line acceleration performance.

[0119] In an example of wheel camber angle adjustment, in the case of straight-line braking, when the real-time camber angle β is greater than 0°, the processor in the vehicle comprehensively determines the output torque of the driving member and / or the speed of the driving member based on the vehicle speed, steering wheel angle, lateral acceleration, and wheel slip rate, and controls the operation of the driving member based on the output torque of the driving member and / or the speed of the driving member to apply a reverse torque to drive the gear 11 to rotate. The rotation of the gear 11 drives the rack 12 to move inward, and the inward movement of the rack 12 drives the suspension arm 2 to move inward. The inward movement of the suspension arm 2 drives the wheel 3 to tilt inward, thereby changing the wheel camber angle until β=0°, and the driving member is controlled to stop running. In this process, the wheel camber angle can be quickly adjusted to 0°, thereby improving the straight-line braking performance of the vehicle.

[0120] In an example of wheel camber angle adjustment, in the case of straight-line braking, when the real-time camber angle β is less than 0°, the processor in the vehicle comprehensively determines the output torque of the driving member and / or the speed of the driving member based on the vehicle speed, steering wheel angle, lateral acceleration, and wheel slip rate, and controls the driving member to operate in accordance with the output torque of the driving member and / or the speed of the driving member to apply a positive torque to drive the gear 11 to rotate. The rotation of the gear 11 drives the rack 12 to move outward. The outward movement of the rack 12 drives the suspension arm 2 to move outward. The outward movement of the suspension arm 2 drives the wheel 3 to tilt outward, thereby changing the wheel camber angle until β=0°, at which point the driving member is controlled to stop operating. In this process, the wheel camber angle can be quickly adjusted to 0°, thereby improving the vehicle's straight-line braking performance.

[0121] In an optional embodiment of the present invention, step 103, when the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle, includes:

[0122] When the real-time camber angle is greater than the preset camber angle, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs a negative camber adjustment on the wheel camber angle until the real-time camber angle is equal to the preset camber angle;

[0123] When the real-time camber angle is less than the preset camber angle, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber until the real-time camber angle is equal to the preset camber angle;

[0124] Alternatively, in step 103, when the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle includes:

[0125] When the real-time camber angle is greater than the preset upper limit value, controlling the camber angle adjustment component to operate so that the camber angle adjustment component performs negative camber adjustment on the wheel camber angle until the real-time camber angle is greater than or equal to the preset lower limit value and less than or equal to the preset upper limit value;

[0126] When the real-time camber angle is less than the preset lower limit value, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber angle until the real-time camber angle is greater than or equal to the preset lower limit value and less than or equal to the preset upper limit value.

[0127] The preset upper limit is the sum of the preset camber angle and the preset tolerance, and the preset lower limit is the difference between the preset camber angle and the preset tolerance. The preset tolerance is represented by α, which can be set according to actual needs, for example, it can be set to 0.01° to 0.05°. The camber angle adjustment component can be controlled to apply a reverse torque to reduce the wheel camber angle by operating the driving member, thereby achieving negative camber adjustment of the wheel camber angle. The camber angle adjustment component can be controlled to apply a positive torque to increase the wheel camber angle by operating the driving member, thereby achieving positive camber adjustment of the wheel camber angle.

[0128] When the real-time camber angle is greater than the preset camber angle or the real-time camber angle is greater than the preset camber angle + α, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs negative camber adjustment on the wheel camber angle until the real-time camber angle is equal to the preset camber angle or the real-time camber angle is within the range of ±α of the preset camber angle, and the drive component is controlled to stop operating.

[0129] When the real-time camber angle is less than the preset camber angle or the real-time camber angle is less than the preset camber angle - α, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber angle until the real-time camber angle is equal to the preset camber angle or the real-time camber angle is within the range of ±α of the preset camber angle, and the drive component is controlled to stop operating.

[0130] In this embodiment of the present invention, by comparing the real-time camber angle with the preset camber angle, or comparing the real-time camber angle with the preset camber angle -α, or comparing the real-time camber angle with the preset camber angle +α, it is possible to determine whether the real-time camber angle matches the preset camber angle and determine the direction of wheel camber adjustment by the camber adjustment assembly. This simple comparison algorithm is easy to implement and simplifies the control logic. Furthermore, by introducing a preset tolerance, the adjustment frequency can be reduced, avoiding frequent adjustments caused by small fluctuations in the real-time camber angle.

[0131] Reference Figure 7 , is a flowchart of another vehicle control method provided in an embodiment of the present invention, such as Figure 7 As shown, the method may specifically include the following steps:

[0132] Step 301: Acquire driving parameters and real-time camber angles during vehicle driving.

[0133] Step 302: Determine a preset camber angle according to driving parameters.

[0134] Step 303 : When the real-time camber angle does not match the preset camber angle, control the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle.

[0135] Step 304: Obtain the steering wheel angle, wheel slip rate, and preset slip rate.

[0136] The preset slip ratio is the slip ratio that achieves optimal grip when the vehicle's tires are in contact with the ground under certain operating conditions. The preset slip ratio can be a range of values or a point value. The preset slip ratio can be pre-calibrated.

[0137] Step 305 , determining whether the wheel slip rate is greater than a preset slip rate.

[0138] When the preset slip ratio is a point value, the wheel slip ratio is directly compared with the preset slip ratio. When the preset slip ratio is a range value, determining whether the wheel slip ratio is greater than the preset slip ratio may specifically be determining whether the wheel slip ratio is greater than a maximum value of the preset slip ratio.

[0139] Step 306: If the wheel slip rate is greater than the preset slip rate, then when the steering wheel angle is not zero, control the camber angle adjustment component to operate so that the camber angle adjustment component performs negative camber adjustment on the wheel camber until the wheel slip rate is less than or equal to the preset slip rate.

[0140] After adjusting the wheel camber angle, it must be optimized based on the wheel slip rate. This means the final adjustment of the wheel camber angle is influenced by the wheel slip rate. When the wheel slip rate exceeds the preset slip rate, the tire's adhesion to the road begins to decrease. Properly adjusting the wheel camber angle optimizes the tire's contact patch and ground pressure, enhancing grip and reducing the slip rate. The camber adjustment assembly performs a negative camber adjustment on the wheel camber angle, tilting the wheel 3 inward to reduce the wheel camber angle.

[0141] The wheel slip rate is expressed in S, w Indicates the preset slip ratio. In the case of turning, when S>S wWhen the wheel exceeds the tire limit, according to experience, the wheel camber angle needs to be adjusted to the negative camber direction. At this time, it is necessary to control the operation of the driving member to apply a reverse torque to drive the gear 11 to rotate. The rotation of the gear 11 drives the rack 12 to move inward. The inward movement of the rack 12 drives the suspension arm 2 to move inward. The inward movement of the suspension arm 2 drives the wheel 3 to tilt inward, thereby changing the wheel camber angle until S≤S w When S≤S w , the wheel slip rate is normal and there is no need to optimize the wheel camber angle.

[0142] Step 307: If the wheel slip ratio is greater than the preset slip ratio, then when the steering wheel angle is zero, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber until the wheel slip ratio is less than or equal to the preset slip ratio.

[0143] The camber adjustment component adjusts the wheel camber angle positively, that is, the camber adjustment component tilts the wheel 3 outward, thereby increasing the wheel camber angle. w When the wheel exceeds the tire limit, according to experience, the wheel camber angle needs to be adjusted to the positive camber direction. At this time, it is necessary to control the operation of the driving member to apply positive torque to drive the gear 11 to rotate. The rotation of the gear 11 drives the rack 12 to move outward. The outward movement of the rack 12 drives the suspension arm 2 to move outward. The outward movement of the suspension arm 2 drives the wheel 3 to tilt outward, thereby changing the wheel camber angle until S≤S w When S≤S w , the wheel slip rate is normal and there is no need to optimize the wheel camber angle.

[0144] In an embodiment of the present invention, when the wheel slip rate is greater than a preset slip rate, the camber angle adjustment component can be controlled to operate so that the camber angle adjustment component adjusts the wheel camber angle, thereby restoring the wheel slip rate to a normal range, thereby avoiding the risk of vehicle loss of control due to excessive wheel slip rate, thereby improving the stability and safety of the vehicle.

[0145] Reference Figure 8 In actual application, the vehicle control method may include:

[0146] S1, while the vehicle is driving on the track, obtain the vehicle speed, steering wheel angle, real-time camber angle, lateral acceleration, longitudinal acceleration, and wheel slip rate;

[0147] S2, determine whether the steering wheel angle is zero;

[0148] If the steering wheel angle is not zero, S3 is executed to determine that the driving condition is a turning condition, and a preset camber angle is determined according to the lateral acceleration and the longitudinal acceleration;

[0149] S4, determining the output torque of the driving member and / or the rotational speed of the driving member according to the vehicle speed, the steering wheel angle, the lateral acceleration, and the wheel slip ratio;

[0150] S5, comparing the real-time camber angle β with the preset camber angle θ;

[0151] If the real-time camber angle β is greater than the preset camber angle θ, then S6 is executed to control the driving member to operate so as to apply a reverse torque;

[0152] S7, when the real-time camber angle β is equal to the preset camber angle θ, controlling the driving member to stop running;

[0153] If the real-time camber angle β is less than the preset camber angle θ, then S8 is executed to control the driving member to operate so as to apply a positive torque;

[0154] S9, when the real-time camber angle β is equal to the preset camber angle θ, controlling the driving member to stop running;

[0155] If the steering wheel angle is zero, S10 is executed to determine that the driving condition is a straight-line driving condition, and the preset camber angle is determined to be 0°;

[0156] S11, determining an output torque of a driving member and / or a rotational speed of the driving member according to a vehicle speed, a steering wheel angle, a longitudinal acceleration, and a wheel slip ratio;

[0157] S12, controlling the driving member to operate so as to apply a positive torque;

[0158] S13, when the real-time camber angle β is equal to 0°, controlling the driving member to stop running.

[0159] It should be noted that when the drive element is operating and applying a negative torque, the camber adjustment assembly adjusts the wheel camber angle negatively to reduce the wheel camber angle. When the drive element is operating and applying a positive torque, the camber adjustment assembly adjusts the wheel camber angle positively to increase the wheel camber angle. When the driving condition changes from a cornering condition to a straight-line condition, the actual camber angle is less than the preset camber angle of 0° for straight-line driving. At this time, the drive element is operating and applying a positive torque, and the camber adjustment assembly adjusts the wheel camber angle positively to increase the wheel camber angle to 0°.

[0160] Reference Figure 9 , is a structural block diagram of a vehicle control device provided in an embodiment of the present invention, such as Figure 9 As shown, the vehicle control device may specifically include the following modules:

[0161] A first acquisition module 401 is used to acquire driving parameters and real-time camber angle;

[0162] A first determining module 402 is configured to determine a preset camber angle according to driving parameters;

[0163] The first control module 403 is configured to control the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle when the real-time camber angle does not match the preset camber angle.

[0164] Optionally, the driving parameters include steering wheel angle, lateral acceleration and wheel slip rate;

[0165] The first determining module 402 is configured to:

[0166] When the steering wheel angle among the driving parameters is not zero, the preset camber angle is determined according to at least the lateral acceleration and the wheel slip rate among the driving parameters.

[0167] Optionally, the driving parameter includes a steering wheel angle;

[0168] The first determining module 402 is configured to:

[0169] When the steering wheel angle in the driving parameters is zero, the preset camber angle is determined to be 0°.

[0170] Optionally, the first control module 403 is configured to:

[0171] When the real-time camber angle does not match the preset camber angle, determining a preset control parameter of the camber angle adjustment component according to the driving parameter, wherein the preset control parameter includes at least one parameter that affects the speed at which the camber angle adjustment component adjusts the wheel camber angle;

[0172] The camber angle adjustment component is controlled to operate according to preset control parameters until the real-time camber angle matches the preset camber angle.

[0173] Optionally, the camber angle adjustment component includes a driving member having a rotating output shaft; the second determination module is used to: determine at least one of the following preset control parameters of the camber angle adjustment component according to the driving parameters: the output torque of the driving member, the rotational speed of the driving member.

[0174] Optionally, the driving parameters include steering wheel angle, vehicle speed, lateral acceleration and wheel slip rate;

[0175] The first control module 403 is configured to:

[0176] If the steering wheel angle in the driving parameter is not zero, the preset control parameter of the camber angle adjustment component is determined according to at least one of the vehicle speed, the steering wheel angle, the lateral acceleration, and the wheel slip rate in the driving parameter.

[0177] Optionally, the driving parameters include steering wheel angle, vehicle speed, longitudinal acceleration and wheel slip;

[0178] The first control module 403 is configured to:

[0179] If the steering wheel angle in the driving parameter is zero, the preset control parameter of the camber angle adjustment component is determined according to at least one of the vehicle speed, the steering wheel angle, the longitudinal acceleration, and the wheel slip rate in the driving parameter.

[0180] Optionally, the first control module 403 is configured to:

[0181] When the real-time camber angle is greater than the preset camber angle, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs negative camber adjustment on the wheel camber angle until the real-time camber angle is equal to the preset camber angle.

[0182] Optionally, the first control module 403 is configured to:

[0183] When the real-time camber angle is greater than the preset upper limit value, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs negative camber adjustment on the wheel camber angle until the real-time camber angle is greater than or equal to the preset lower limit value and less than or equal to the preset upper limit value, wherein the preset upper limit value is the sum of the preset camber angle and the preset tolerance, and the preset lower limit value is the difference between the preset camber angle and the preset tolerance.

[0184] Optionally, the first control module 403 is configured to:

[0185] When the real-time camber angle is less than the preset camber angle, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber angle until the real-time camber angle is equal to the preset camber angle.

[0186] Optionally, the first control module 403 is configured to:

[0187] When the real-time camber angle is less than the preset lower limit value, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber angle until the real-time camber angle is greater than or equal to the preset lower limit value and less than or equal to the preset upper limit value, wherein the preset upper limit value is the sum of the preset camber angle and the preset tolerance, and the preset lower limit value is the difference between the preset camber angle and the preset tolerance.

[0188] Optionally, the vehicle control device further includes:

[0189] A second acquisition module is used to acquire a steering wheel angle, a wheel slip rate and a preset slip rate;

[0190] A judgment module, used to judge whether the wheel slip rate is greater than a preset slip rate;

[0191] The second control module is configured to control the camber angle adjustment component to operate if the wheel slip rate is greater than a preset slip rate and when the steering wheel angle is not zero, so that the camber angle adjustment component performs a negative camber adjustment on the wheel camber angle.

[0192] Optionally, the vehicle control device further includes:

[0193] The third control module is configured to control the camber angle adjustment component to operate if the wheel slip rate is greater than a preset slip rate and when the steering wheel angle is zero, so that the camber angle adjustment component performs positive camber adjustment on the wheel camber angle.

[0194] As for the above-mentioned device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0195] In another embodiment provided by the present invention, a vehicle control system is also provided, including a camber angle adjustment component, which is used to adjust the wheel camber angle when the real-time camber angle does not match the preset camber angle, wherein the preset camber angle is determined according to driving parameters.

[0196] The vehicle control system also includes:

[0197] Memory for storing computer programs;

[0198] The processor is used to implement the above vehicle control method when executing the computer program stored in the memory.

[0199] In another embodiment of the present invention, a vehicle is provided, which includes the above-mentioned vehicle control system.

[0200] In another embodiment provided by the present invention, a computer-readable storage medium is also provided, which stores computer-executable instructions. When the computer-executable instructions are executed on a computer, the computer executes the vehicle control method provided in the above embodiment.

[0201] In another embodiment of the present invention, a computer program product including instructions is provided. When the computer program product is run on a computer, the computer is enabled to execute the vehicle control method provided in the above embodiment.

[0202] In the above embodiments, all or part of the embodiments can be implemented by software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments can be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function of the embodiment of the present invention is implemented in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that includes one or more available media integrated. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)).

[0203] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0204] Each embodiment in this specification is described in a related manner. Similar parts between the various embodiments can be referred to in conjunction with each other. Each embodiment focuses on the differences between the other embodiments. In particular, the system embodiment is generally similar to the method embodiment, so the description is relatively simple. For related parts, refer to the description of the method embodiment.

[0205] The above are only preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention are included in the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that: The vehicle includes a camber adjustment assembly, and the method includes: Get driving parameters and real-time camber angle; determining a preset camber angle according to the driving parameters; In a case where the real-time camber angle does not match the preset camber angle, the camber angle adjustment component is controlled to operate until the real-time camber angle matches the preset camber angle.

2. The vehicle control method according to claim 1, characterized in that: The driving parameters include steering wheel angle, lateral acceleration and wheel slip rate; The determining of the preset camber angle according to the driving parameters includes: When the steering wheel angle among the driving parameters is not zero, the preset camber angle is determined according to at least the lateral acceleration and the wheel slip rate among the driving parameters.

3. The vehicle control method according to claim 1, characterized in that: The driving parameters include steering wheel angle; The determining of the preset camber angle according to the driving parameters includes: When the steering wheel angle in the driving parameters is zero, the preset camber angle is determined to be 0°.

4. The vehicle control method according to claim 1, wherein: When the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle includes: In a case where the real-time camber angle does not match the preset camber angle, determining preset control parameters of the camber angle adjustment component according to the driving parameters, wherein the preset control parameters include at least one parameter that affects the adjustment speed of the camber angle adjustment component on the wheel camber angle; The camber angle adjustment component is controlled to operate according to the preset control parameters until the real-time camber angle matches the preset camber angle.

5. The vehicle control method according to claim 4, characterized in that: The camber adjustment assembly includes a drive member having a rotating output shaft; The step of determining the preset control parameters of the camber angle adjustment component according to the driving parameters includes: At least one of the following preset control parameters of the camber angle adjustment assembly is determined according to the driving parameter: the output torque of the driving member and the rotational speed of the driving member.

6. The vehicle control method according to any one of claims 1 to 5, characterized in that: The camber angle adjustment assembly is connected to the vehicle body and the suspension system.

7. The vehicle control method according to any one of claims 1 to 5, characterized in that: The camber angle adjustment assembly includes a rack and pinion mechanism and a driving member connected to the rack and pinion mechanism.

8. The vehicle control method according to claim 4, characterized in that: The driving parameters include steering wheel angle, vehicle speed, lateral acceleration and wheel slip rate; The step of determining the preset control parameters of the camber angle adjustment component according to the driving parameters includes: If the steering wheel angle in the driving parameter is not zero, the preset control parameter of the camber angle adjustment component is determined according to at least one of the vehicle speed, steering wheel angle, lateral acceleration, and wheel slip rate in the driving parameter.

9. The vehicle control method according to claim 4, characterized in that: The driving parameters include steering wheel angle, vehicle speed, longitudinal acceleration and wheel slip rate; The step of determining the preset control parameters of the camber angle adjustment component according to the driving parameters includes: If the steering wheel angle in the driving parameter is zero, the preset control parameter of the camber angle adjustment component is determined according to at least one of the vehicle speed, steering wheel angle, longitudinal acceleration, and wheel slip rate in the driving parameter.

10. The vehicle control method according to any one of claims 1 to 5, characterized in that: When the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle includes: When the real-time camber angle is greater than the preset camber angle, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs negative camber adjustment on the wheel camber angle until the real-time camber angle is equal to the preset camber angle.

11. The vehicle control method according to any one of claims 1 to 5, characterized in that: When the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle includes: When the real-time camber angle is greater than a preset upper limit value, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs negative camber adjustment on the wheel camber angle until the real-time camber angle is greater than or equal to the preset lower limit value and less than or equal to the preset upper limit value, wherein the preset upper limit value is the sum of the preset camber angle and the preset tolerance, and the preset lower limit value is the difference between the preset camber angle and the preset tolerance.

12. The vehicle control method according to any one of claims 1 to 5, characterized in that: When the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle includes: When the real-time camber angle is less than the preset camber angle, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber angle until the real-time camber angle is equal to the preset camber angle.

13. The vehicle control method according to any one of claims 1 to 5, characterized in that: When the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle includes: When the real-time camber angle is less than a preset lower limit value, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber angle until the real-time camber angle is greater than or equal to the preset lower limit value and less than or equal to the preset upper limit value, wherein the preset upper limit value is the sum of the preset camber angle and the preset tolerance, and the preset lower limit value is the difference between the preset camber angle and the preset tolerance.

14. The vehicle control method according to any one of claims 1 to 5, characterized in that: When the real-time camber angle does not match the preset camber angle, controlling the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle, the method further includes: Get steering wheel angle, wheel slip rate and preset slip rate; determining whether the wheel slip rate is greater than the preset slip rate; If the wheel slip rate is greater than the preset slip rate, then when the steering wheel angle is not zero, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs negative camber adjustment on the wheel camber angle until the wheel slip rate is less than or equal to the preset slip rate.

15. The vehicle control method according to claim 14, characterized in that: After determining whether the wheel slip rate is greater than the preset slip rate, the method further includes: If the wheel slip rate is greater than the preset slip rate, then when the steering wheel angle is zero, the camber angle adjustment component is controlled to operate so that the camber angle adjustment component performs positive camber adjustment on the wheel camber angle until the wheel slip rate is less than or equal to the preset slip rate.

16. A vehicle control device, characterized in that: The vehicle includes a camber adjustment assembly, the device comprising: A first acquisition module is used to obtain driving parameters and real-time camber angle; a first determining module, configured to determine a preset camber angle according to the driving parameters; The first control module is configured to control the camber angle adjustment component to operate until the real-time camber angle matches the preset camber angle when the real-time camber angle does not match the preset camber angle.

17. A vehicle control system, characterized in that: include: camber adjustment assembly; Memory for storing computer programs; The processor is configured to implement the vehicle control method according to any one of claims 1 to 15 when executing the computer program stored in the memory.

18. A vehicle, characterized in that: Comprising the vehicle control system of claim 17.

19. A computer-readable storage medium, characterized in that Computer-executable instructions are stored, and the computer-executable instructions are used to enable a computer to execute the vehicle control method according to any one of claims 1 to 15.

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