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

Abstract

The invention discloses a vehicle control method, electronic equipment, a vehicle, a computer readable storage medium and a computer program product. The method comprises the steps that an out-of-control risk parameter of a vehicle is determined according to state information of the vehicle, the state information comprises at least one of motion state sub-information, vehicle body posture sub-information and wheel state sub-information, and the out-of-control risk parameter is used for indicating the out-of-control risk of the vehicle; and controlling the vehicle to run according to the out-of-control risk parameter to reduce the out-of-control risk of the vehicle. Therefore, the out-of-control risk of the vehicle can be quantified as the out-of-control risk parameter through the state of the vehicle, and then the vehicle can be controlled to run according to the out-of-control risk parameter to reduce the out-of-control risk of the vehicle, so that the safety of the vehicle, a driver and passengers is guaranteed. And the out-of-control risk parameters of the vehicle are determined according to the state information of the vehicle, so that the out-of-control risk parameters can obtain effective information support, and the effectiveness and reliability of controlling the operation of the vehicle through the out-of-control risk parameters can be guaranteed to a certain extent.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle control method, electronic device, vehicle, computer-readable storage medium, and computer program product. Background Technology

[0002] In related technologies, vehicles may experience loss of control due to complex road conditions or improper driver operation, such as rollover, backward tilting, sliding down slopes, severe tire slippage, or front and rear swinging, thereby affecting the safety of the vehicle and its occupants. Therefore, how to prevent vehicle loss of control has become one of the most pressing issues to be addressed in vehicle design. Summary of the Invention

[0003] This application provides a vehicle control method, electronic device, vehicle, computer-readable storage medium, and computer program product.

[0004] This application provides a vehicle control method, the method comprising:

[0005] Based on the vehicle's status information, a runaway risk parameter for the vehicle is determined, wherein the status information includes at least one of motion state sub-information, vehicle body posture sub-information, and wheel state sub-information, and the runaway risk parameter is used to indicate the runaway risk of the vehicle.

[0006] The vehicle is controlled according to the runaway risk parameters to reduce the risk of the vehicle running out of control.

[0007] Thus, in this embodiment, the risk of vehicle loss of control can be quantified into a risk parameter based on the vehicle's state. The vehicle's operation can then be controlled according to this risk parameter to reduce the risk of loss of control, thereby ensuring the safety of the vehicle and its occupants. Furthermore, the risk parameter can be determined using at least one of the following: motion state sub-information, vehicle body posture sub-information, and wheel state sub-information. This ensures that the risk parameter has effective information support, thereby guaranteeing its reliability to a certain extent and ensuring the effectiveness and reliability of controlling vehicle operation using the risk parameter.

[0008] In some implementations, determining the vehicle's runaway risk parameters based on the vehicle's state information includes:

[0009] Based on the status information, determine the vehicle's current tilt angle, the current slope of the road surface the vehicle is traveling on, and the current degree of tire slippage of the vehicle;

[0010] The runaway risk parameters are determined based on the current tilt angle, the current slope, and the current tire slippage.

[0011] Thus, based on the status information, the vehicle's current tilt angle, the current slope of the road surface, and the current degree of tire slippage are determined. Based on these parameters, the loss-of-control risk parameters are then determined. In this way, by utilizing the vehicle's status information, parameters reflecting potential risk factors for vehicle loss of control in multiple dimensions can be obtained—namely, the current tilt angle, current slope, and current tire slippage. By comprehensively determining accurate loss-of-control risk parameters based on these parameters, a quantitative assessment of the probability of vehicle loss of control can be achieved, providing a precise basis for subsequent tiered early warning and control strategies.

[0012] In some implementations, determining the runaway risk parameters based on the current tilt angle, the current slope, and the current tire slippage includes:

[0013] The runaway risk parameters are determined based on the current tilt angle and its corresponding tilt angle weight, the current slope and its corresponding slope weight, and the current tire slippage degree and its corresponding tire slippage degree weight.

[0014] Thus, based on the current tilt angle and its corresponding tilt angle weight, the current slope and its corresponding slope weight, and the current tire slippage degree and its corresponding tire slippage degree weight, the runaway risk parameters are determined. In this way, by weighting the current tilt angle, current slope, and current tire slippage degree, risk factors from different dimensions can be integrated, ensuring that the quantified risk value is consistent with the actual level of danger, providing a reliable basis for subsequent risk classification and adaptive adjustment.

[0015] In some implementations, the state information includes the motion state sub-information, the vehicle body posture sub-information, and the wheel state sub-information. Determining the vehicle's current tilt angle, the current slope of the road surface, and the vehicle's current tire slippage based on the state information includes:

[0016] Based on the motion state sub-information and the vehicle posture sub-information, the current slope and the current tilt angle are determined;

[0017] The current degree of tire slippage is determined based on the wheel state sub-information.

[0018] Thus, based on the motion state sub-information and vehicle posture sub-information, the current slope and tilt angle are determined; based on the wheel state sub-information, the current tire slippage degree is determined. In this way, by determining the current slope and tilt angle based on the parameters extracted from the motion state sub-information and vehicle posture sub-information, and by determining the current tire slippage degree based on the extracted wheel state sub-information, accurate data support is provided for calculating runaway risk parameters. This, in turn, can ensure the reliability of runaway risk parameters to a certain extent, and guarantee the effectiveness and reliability of controlling vehicle operation based on runaway risk parameters.

[0019] In some implementations, the motion state sub-information includes vehicle acceleration, and the vehicle posture sub-information includes vehicle height at wheel positions. Determining the current slope and the current tilt angle based on the motion state sub-information and the vehicle posture sub-information includes:

[0020] The current tilt angle is determined based on the current acceleration of the first vehicle and the preset acceleration of the second vehicle.

[0021] The current slope is determined based on the current tilt angle, the current first vehicle height, the preset second vehicle height, and the pre-determined vehicle size parameters.

[0022] Thus, based on the current vehicle acceleration and the preset second vehicle acceleration, the current tilt angle is determined; based on the current tilt angle, the current vehicle height, the preset second vehicle height, and predetermined vehicle size parameters, the current slope is determined. In this way, the difference between the current vehicle acceleration and the preset second vehicle acceleration from the vehicle's motion state sub-information can be used to obtain the current tilt angle, representing the current degree of vehicle tilt. Based on the current tilt angle, the difference between the current vehicle height and the preset second vehicle height, and predetermined vehicle size parameters, the current slope, representing the vehicle's road surface tilt angle, can be determined. This provides accurate data support for calculating runaway risk parameters, ensuring the comprehensiveness and accuracy of risk assessment.

[0023] In some embodiments, the wheel state sub-information includes the tire pressure, wheel speed, and driving torque of each wheel, and determining the current tire slippage degree based on the wheel state sub-information includes:

[0024] Determine the current wheel speed difference based on the wheel speed of each wheel at the current moment;

[0025] The current driving torque fluctuation rate of each wheel is determined based on the first driving torque of each wheel at the current moment and the second driving torque at the previous moment.

[0026] Determine the current tire pressure change of each wheel based on the first tire pressure at the current moment and the second tire pressure at the previous moment;

[0027] The current tire slippage level is determined based on the current wheel speed difference, the current driving torque fluctuation rate, and the current tire pressure change.

[0028] Thus, based on the wheel speed of each wheel at the current moment, the current wheel speed difference is determined; based on the first driving torque of each wheel at the current moment and the second driving torque at the previous moment, the current driving torque fluctuation rate of each wheel is determined; based on the first tire pressure of each wheel at the current moment and the second tire pressure at the previous moment, the current tire pressure change of each wheel is determined; and based on the current wheel speed difference, the current driving torque fluctuation rate, and the current tire pressure change, the current tire slippage degree is determined. In this way, by comprehensively considering multiple indicators such as wheel speed difference, driving torque fluctuation rate, and tire pressure change, the current tire slippage degree is determined, providing accurate data support for calculating runaway risk parameters and ensuring the comprehensiveness and accuracy of risk assessment.

[0029] In some implementations, controlling the vehicle's operation based on the runaway risk parameters to reduce the risk of the vehicle running away from control includes:

[0030] Determine the level of risk of loss of control based on the aforementioned risk parameters.

[0031] The vehicle is controlled according to the aforementioned risk level of loss of control in order to reduce the risk of loss of control of the vehicle.

[0032] Thus, based on the runaway risk parameters, the runaway risk level is determined; and vehicle operation is controlled according to the runaway risk level to reduce the risk of runaway. By mapping runaway risk parameters to specific runaway risk levels, abstract runaway risk parameters can be transformed into actionable decision-making criteria, providing a tiered response standard for reducing vehicle runaway risk. Furthermore, tiered intervention ensures a precise match between control intensity and risk level, effectively reducing runaway risk while avoiding excessive intervention that could negatively impact the driving experience.

[0033] In some embodiments, the method further includes:

[0034] Based on the runaway risk parameters and the runaway risk level, control the vehicle to display prompt information on the display components.

[0035] Thus, based on the loss-of-control risk parameters and risk level, the vehicle's display components are programmed to show warning messages. By using differentiated warning methods for different risk levels, abstract risk parameters and levels can be transformed into information that the driver can understand, helping the driver determine the cause of the vehicle's loss of control risk and thereby ensuring the safety of the vehicle and its occupants to a certain extent.

[0036] In some implementations, determining the runaway risk level based on the runaway risk parameter includes:

[0037] The runaway risk level is determined based on the runaway risk parameters and preset parameter thresholds corresponding to the vehicle model.

[0038] Thus, the runaway risk level is determined based on the runaway risk parameters and preset parameter thresholds corresponding to the vehicle model. This ensures that the risk level matches the actual safety capabilities of the vehicle model, avoiding misjudgments or omissions caused by a single threshold, and providing a precise basis for subsequent graded control.

[0039] In some implementations, the runaway risk level includes a first risk level, a second risk level, a third risk level, and a fourth risk level.

[0040] Thus, the risk levels of loss of control include a first risk level, a second risk level, a third risk level, and a fourth risk level. By dividing the risk levels of loss of control into four levels, the system can quickly locate the degree of risk and directly invoke the corresponding control strategy without having to repeatedly calculate the overall risk, thereby shortening the response time from risk identification to control execution.

[0041] In some embodiments, the method further includes:

[0042] Based on the vehicle's driving direction information and the road surface information ahead, the desired driving area of ​​the vehicle is determined;

[0043] The risk level of loss of control is determined based on the target slope of the desired driving area.

[0044] Thus, based on the vehicle's direction of travel and the road surface ahead, the desired driving area is determined; and based on the target slope of the desired driving area, the risk level of loss of control is determined. In this way, by transforming the abstract road conditions ahead into a specific desired driving area, and then using the target slope of the desired driving area, the risk level of loss of control can be pre-judged, providing a basis for proactively reducing risk in subsequent control measures.

[0045] In some embodiments, the method further includes:

[0046] The target slope is determined based on the elevation information of the desired driving area.

[0047] Thus, the target slope is determined based on the elevation information of the desired driving area. This transformation of abstract elevation information into a quantifiable target slope allows for a precise mathematical description of the road conditions ahead, providing a data foundation for vehicle control strategies.

[0048] In some implementations, determining the runaway risk level based on the target slope of the desired driving area includes:

[0049] If the target slope is greater than or equal to a preset slope threshold, the risk level of loss of control is determined to be the fourth risk level.

[0050] Thus, if the target slope is greater than or equal to the preset slope threshold, the risk level of loss of control is determined to be the fourth risk level. In this way, by obtaining the target slope, the risk level can be predicted in advance, providing a basis for subsequent control strategies and proactively reducing risks to ensure the safety of the vehicle and its occupants.

[0051] In some implementations, controlling the vehicle's operation according to the runaway risk level to reduce the risk of the vehicle running away from control includes:

[0052] The vehicle is controlled according to the aforementioned runaway risk level and a pre-determined vehicle control strategy to reduce the risk of the vehicle running away from control.

[0053] In this way, vehicle operation is controlled according to the risk level of loss of control and a pre-determined vehicle control strategy to reduce the risk of loss of control. By matching the risk level with the strategy intensity, a closed-loop control can be formed, enabling dynamic adaptation between the risk level and the intervention intensity. This avoids excessive intervention affecting the driving experience or insufficient intervention leading to danger, thereby ensuring the safety of the vehicle and its occupants to a certain extent.

[0054] In some implementations, the runaway risk level includes a first risk level, a second risk level, a third risk level, and a fourth risk level. Controlling the vehicle's operation according to the runaway risk level and a pre-determined vehicle control strategy to reduce the vehicle's runaway risk includes:

[0055] When the runaway risk level is any one of the second, third, and fourth risk levels, the vehicle operation is controlled according to the runaway risk level and a predetermined vehicle control strategy to reduce the runaway risk of the vehicle.

[0056] Thus, when the risk level of loss of control is any of the second, third, or fourth risk levels, the vehicle's operation is controlled according to the risk level and a pre-determined vehicle control strategy to reduce the risk of loss of control. When the risk level is the first risk level, there is no need to control the vehicle, allowing it to maintain normal driving conditions and avoiding unnecessary adjustments that could negatively impact the driving experience or increase energy consumption. Furthermore, when the risk level is any of the second, third, or fourth risk levels, the vehicle's operation is controlled according to the risk level and a pre-determined vehicle control strategy, ensuring a precise match between the control strategy and the risk level. This ultimately achieves a closed-loop control system from risk identification to proactive risk mitigation, thereby ensuring the safety of the vehicle and its occupants to a certain extent.

[0057] In some implementations, the runaway risk level includes a first risk level, a second risk level, a third risk level, and a fourth risk level. Controlling the vehicle's operation according to the runaway risk level and a pre-determined vehicle control strategy to reduce the vehicle's runaway risk includes:

[0058] When the risk level of loss of control is the second risk level, the control system will send out a first warning message to the first vehicle component.

[0059] Thus, when the risk level of loss of control is at the second risk level, the control system sends out the first warning message from the vehicle's components. This first warning message alerts the driver, ensuring early awareness of potential risks while avoiding excessive intervention that could negatively impact the driving experience, thereby protecting the safety of the vehicle and its occupants to a certain extent.

[0060] In some implementations, the runaway risk level includes a first risk level, a second risk level, a third risk level, and a fourth risk level. Controlling the vehicle's operation according to the runaway risk level and a pre-determined vehicle control strategy to reduce the vehicle's runaway risk includes:

[0061] When the risk level of loss of control is the third risk level, the control system will send out a second prompt message to the second vehicle components.

[0062] The suspension parameters of the vehicle suspension are adjusted first.

[0063] Thus, when the risk level of loss of control is at the third level, the control system sends out a second warning message to the second vehicle component; and performs a first adjustment to the vehicle's suspension parameters. In this way, the second warning message alerts the driver, enhancing their risk perception through voice reminders and ensuring early attention to potential risks. Furthermore, the first adjustment proactively regulates the vehicle's suspension parameters, mitigating the risk of loss of control and, to a certain extent, preventing further escalation of the risk while ensuring basic driving operations.

[0064] In some embodiments, the suspension parameters include damping sub-parameters and / or stiffness sub-parameters, and the first adjustment process of the vehicle suspension parameters includes:

[0065] Adjust the damping sub-parameter and / or stiffness sub-parameter based on the runaway risk parameter.

[0066] Thus, based on the runaway risk parameters, the damping sub-parameters and / or stiffness sub-parameters are adjusted. This enhances the suspension's support and vibration damping capabilities, improving vehicle stability and reducing the risk of vehicle runaway.

[0067] In some implementations, the runaway risk level includes a first risk level, a second risk level, a third risk level, and a fourth risk level. Controlling the vehicle's operation according to the runaway risk level and a pre-determined vehicle control strategy to reduce the vehicle's runaway risk includes:

[0068] When the risk level of loss of control is the fourth risk level, the control of the third vehicle component will provide a third prompt message.

[0069] The suspension parameters of the vehicle suspension are adjusted a second time.

[0070] The vehicle suspension is controlled to perform a third adjustment to the vehicle height at the wheel position;

[0071] Control the vehicle to enter a preset working state.

[0072] Thus, when the risk level of loss of control is at the fourth level, the system controls the third vehicle component to provide a third warning message; it performs a second adjustment to the vehicle's suspension parameters; it performs a third adjustment to the vehicle's height at the wheel positions; and it controls the vehicle to enter a preset operating state. In this way, when the risk level of loss of control is at the fourth level, the third warning message strengthens the driver's emergency avoidance awareness, the second and third adjustments enhance vehicle stability and reduce the risk of loss of control, and the system controls the vehicle to enter a preset operating state to prevent excessive operation from exacerbating the risk. This multi-dimensional coordinated control of the vehicle forcibly reduces the risk level while ensuring safety, thereby protecting the safety of the vehicle and its occupants.

[0073] In some embodiments, the suspension parameters include at least one of damping sub-parameters, stiffness sub-parameters, and active force sub-parameters, and the second adjustment process of the vehicle suspension parameters includes:

[0074] The method involves adjusting at least one of the damping sub-parameter, the stiffness sub-parameter, and the active force sub-parameter based on the runaway risk parameter.

[0075] Thus, based on the runaway risk parameters, at least one of the damping sub-parameter, stiffness sub-parameter, and active force sub-parameter is adjusted. In this way, by enhancing the suspension's support, improving vibration damping capabilities, reducing vehicle power, and adding calibration parameters, vehicle stability can be improved, and the vehicle can be adapted to the severe operating conditions of the fourth risk level, thereby enhancing its response capabilities and reducing the risk of runaway.

[0076] In some embodiments, the third adjustment process of controlling the vehicle suspension to adjust the vehicle height at the wheel position includes:

[0077] The vehicle suspension is controlled to increase the vehicle height at the first wheel position and decrease the vehicle height at the second wheel position, wherein the position of the first wheel position in the direction of gravity is lower than the position of the second wheel position in the direction of gravity.

[0078] In this way, by controlling the vehicle's suspension to raise the vehicle height at the position of the first wheel and lower the vehicle height at the position of the second wheel, the position of the first wheel in the direction of gravity is lower than the position of the second wheel in the direction of gravity. By adjusting the wheel height and optimizing the vehicle's center of gravity distribution, along with adjustments to damping and stiffness parameters, the vehicle's anti-roll capability and off-road stability can be further improved, reducing the risk of loss of control and thus ensuring the safety of the vehicle and its occupants.

[0079] In some embodiments, controlling the vehicle suspension to raise the vehicle height at the position of the first wheel and lower the vehicle height at the position of the second wheel includes:

[0080] Based on the obtained height change, the vehicle suspension is controlled to increase the vehicle height at the first wheel position and decrease the vehicle height at the second wheel position.

[0081] In this way, based on the obtained height change, the vehicle suspension is controlled to raise the vehicle height at the position of the first wheel and lower the vehicle height at the position of the second wheel. By adjusting the wheel height according to the height change, the vehicle's anti-roll capability and off-road stability can be accurately improved, thereby reducing the risk of loss of control and ensuring the safety of the vehicle and its occupants.

[0082] In some embodiments, the method further includes:

[0083] The height change is determined based on the vehicle's current tilt angle, the current slope of the road surface the vehicle is traveling on, and predetermined vehicle size parameters.

[0084] Thus, the height change is determined based on the vehicle's current tilt angle, the current slope of the road surface, and predetermined vehicle size parameters. This allows for an accurate determination of the height change rate, providing precise data for the control strategy.

[0085] In some embodiments, the method further includes:

[0086] The height change is determined based on the road surface information ahead of the vehicle.

[0087] In this way, the height change is determined based on information about the road surface ahead of the vehicle. This height change, determined from the road surface information, allows for adjustments to wheel height, reducing the risk of loss of control and improving vehicle stability and safety.

[0088] In some implementations, determining the height change based on the road surface information ahead of the vehicle includes:

[0089] Based on the vehicle's driving direction information and the road surface information ahead, the desired driving area of ​​the vehicle is determined;

[0090] The height change is determined based on the target slope of the desired driving area.

[0091] Thus, based on the vehicle's driving direction information and the road surface information ahead, the desired driving area of ​​the vehicle is determined; based on the target slope of the desired driving area, the amount of height change is determined. In this way, based on the target slope of the vehicle's desired driving area, the impact of the target slope on the vehicle's passability can be calculated, and the amount of height change can be determined to reduce the risk of loss of control by adjusting the wheel height, thereby improving the stability and safety of the vehicle.

[0092] In some implementations, determining the height change based on the target slope of the desired driving area includes:

[0093] The change in height is determined based on the target slope, as well as the approach and departure angles of the vehicle.

[0094] Thus, the height change is determined based on the target slope and the vehicle's approach and departure angles. By matching the target slope with the vehicle parameters, namely the approach and departure angles, the suspension height can be adjusted in advance, allowing the vehicle to adapt to the road inclination before entering the desired area, thereby improving off-road passability and safety.

[0095] In some embodiments, the method further includes:

[0096] When the risk level of loss of control is the fourth risk level, the duration of the fourth risk level is determined by timing.

[0097] The third adjustment process for controlling the vehicle suspension to adjust the vehicle height at the wheel position includes:

[0098] Based on the vehicle's driving operation information and the duration of the fourth risk level, the vehicle suspension is controlled to perform the third adjustment process on the vehicle height at the wheel positions.

[0099] Thus, when the risk level of loss of control is at the fourth risk level, the timing is determined to establish the duration of the fourth risk level. Based on the vehicle's driving operation information and the duration of the fourth risk level, the vehicle suspension is controlled to perform a third adjustment to the vehicle's height at the wheel positions. In this way, by limiting the duration of the fourth risk level, the vehicle's control strategy is finely configured to determine whether to perform a third adjustment. This third adjustment can correct the wheel height, further reduce the risk, and prevent the risk from escalating to a loss of control.

[0100] In some implementations, the driving operation information includes the current vehicle speed and the current steering wheel angle. The third adjustment process, which controls the vehicle suspension to adjust the vehicle height at the wheel positions based on the vehicle's driving operation information and the duration of the fourth risk level, includes:

[0101] When the current vehicle speed is less than a preset vehicle speed threshold, the current steering wheel angle is within a preset angle range, and the duration of the fourth risk level is greater than or equal to a preset time threshold, a third adjustment is performed on the vehicle height at the wheel position.

[0102] Thus, when the current vehicle speed is less than a preset speed threshold, the current steering wheel angle is within a preset angle range, and the duration of the fourth risk level is greater than or equal to a preset time threshold, a third adjustment is made to the vehicle height at the wheel position. In this way, the vehicle speed threshold, preset angle range, and preset time threshold can be used to collaboratively determine whether the vehicle is in a safe state. Furthermore, when all three conditions are met simultaneously—that is, when the vehicle is at the fourth risk level, the driver has not actively and drastically intervened, and the speed is appropriate—the third adjustment is made to reduce the risk of loss of control and prevent accidental operation.

[0103] In some embodiments, controlling the vehicle to enter a preset operating state includes:

[0104] Activate the target vehicle function to put the vehicle into the preset operating state; and / or,

[0105] The target parameters are lowered to bring the vehicle into the preset operating state.

[0106] In this way, the target vehicle function is activated to put the vehicle into a preset operating state; and / or the target parameters are lowered to put the vehicle into a preset operating state. This combination of function activation and parameter adjustment allows for both rapid access to system capabilities and robust safety measures through parameter constraints, ultimately achieving an efficient transition of the vehicle to the preset operating state.

[0107] In some implementations, the target vehicle function includes at least one of an automatic parking function, a seatbelt warning function, and a vehicle side wing function.

[0108] Thus, the target vehicle functions include at least one of the following: automatic parking function, seat belt warning function, and vehicle side wing function. In this way, the automatic parking function, seat belt warning function, and vehicle side wing function can be combined with specific risk scenarios to form targeted protection, pushing the vehicle into a preset safe state and reducing the risk of loss of control.

[0109] In some implementations, the target parameters include the maximum steering angle and / or the maximum power torque.

[0110] Thus, the target parameters include the maximum steering angle and / or the maximum power torque. This allows for the selection of appropriate parameter combinations based on the specific risk level. By limiting the output parameters, the vehicle can quickly converge to a preset safe operating state, providing assurance for risk mitigation.

[0111] In some embodiments, the method further includes:

[0112] When the vehicle is out of control, the stiffness and damping parameters of the vehicle suspension are set to their maximum values, and a rescue signal is sent.

[0113] Thus, in the event of a vehicle being out of control, the stiffness and damping parameters of the vehicle's suspension are set to their maximum values, and a distress signal is sent. This approach maximizes passive protection through hardware parameters while simultaneously coordinating with external resources through active distress calls, thereby ensuring occupant safety to a certain extent.

[0114] In some implementations, the vehicle is in the out-of-control condition when the vehicle's airbags deploy.

[0115] Thus, when the vehicle's airbags deploy, the vehicle is in a state of loss of control. This airbag deployment serves as evidence that the vehicle is in a state of loss of control, ensuring a rapid response and enhancing safety in such situations.

[0116] In some implementations, the vehicle is in the runaway condition when the change in the vehicle's three-axis acceleration exceeds a preset change threshold within a preset time period.

[0117] Thus, if the change in the vehicle's three-axis acceleration exceeds a preset threshold within a preset time period, the vehicle is considered to be in an out-of-control condition. In this way, the change in three-axis acceleration within a preset time period can serve as the basis for determining whether the vehicle is in an out-of-control condition, ensuring a rapid response and enhancing safety.

[0118] In some embodiments, the method further includes:

[0119] After controlling the vehicle to operate according to the runaway risk parameters, a quality assessment result of the vehicle operation is obtained, wherein the quality assessment result is used to indicate the decrease in the runaway risk of the vehicle;

[0120] The vehicle displays the quality assessment results on its components and / or saves the quality assessment results.

[0121] Thus, after controlling the vehicle's operation based on runaway risk parameters, a quality assessment result of the vehicle's operation is obtained. This quality assessment result indicates the degree of decrease in the vehicle's runaway risk; the control vehicle display components show the quality assessment result, and / or save the result. By quantitatively analyzing, summarizing, and optimizing the effectiveness of vehicle control strategies triggered by corresponding runaway risk levels, the safety and reliability of the vehicle under extreme conditions can be improved. Furthermore, a visual settlement screen allows users to clearly understand the system's performance.

[0122] This application provides an electronic device, including a memory and a processor. The memory stores a computer program, which, when executed by the processor, implements the steps of the above-described method.

[0123] This application provides a vehicle that includes the vehicle control device and electronic equipment described above, implementing the steps of the above method.

[0124] This application provides a computer-readable storage medium storing a computer program that, when executed by one or more processors, implements the steps of the above-described method.

[0125] This application provides a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps of the above-described method.

[0126] The electronic device, vehicle, computer-readable storage medium, and computer program product provided in this application determine the vehicle's runaway risk parameters based on the vehicle's state information. The state information includes at least one of motion state sub-information, vehicle body posture sub-information, and wheel state sub-information. The runaway risk parameters indicate the vehicle's runaway risk. The vehicle's operation is controlled based on these parameters to reduce the runaway risk. Thus, the vehicle's runaway risk can be quantified into runaway risk parameters based on its state, allowing for control of the vehicle's operation to reduce this risk and thereby ensuring the safety of the vehicle and its occupants. Furthermore, the runaway risk parameters can be determined using at least one of the motion state sub-information, vehicle body posture sub-information, and wheel state sub-information, providing effective information support and ensuring the reliability of these parameters to a certain extent, as well as the effectiveness and reliability of controlling the vehicle's operation using these parameters.

[0127] Additional aspects and advantages of embodiments of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of embodiments of this application. Attached Figure Description

[0128] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, wherein:

[0129] Figure 1 This is one of the schematic flowcharts of a vehicle control method according to certain embodiments of this application;

[0130] Figure 2 This is a schematic diagram of the operating conditions of a vehicle control method according to certain embodiments of this application;

[0131] Figure 3 This is a second schematic flowchart of a vehicle control method according to certain embodiments of this application;

[0132] Figure 4 This is a third schematic flowchart of a vehicle control method according to certain embodiments of this application;

[0133] Figure 5 This is a fourth schematic flowchart of a vehicle control method according to certain embodiments of this application;

[0134] Figure 6 This is the fifth flowchart illustrating a vehicle control method according to certain embodiments of this application;

[0135] Figure 7 This is a schematic diagram of vehicle posture according to a vehicle control method of some embodiments of this application;

[0136] Figure 8 This is a schematic flowchart of a vehicle control method according to certain embodiments of this application, number six.

[0137] Figure 9 This is the seventh flowchart illustrating a vehicle control method according to certain embodiments of this application;

[0138] Figure 10 This is the eighth flowchart illustrating a vehicle control method according to certain embodiments of this application;

[0139] Figure 11 This is a schematic diagram of vehicle display components for a vehicle control method according to certain embodiments of this application;

[0140] Figure 12 This is the ninth flowchart illustrating a vehicle control method according to certain embodiments of this application;

[0141] Figure 13 This is the tenth schematic flowchart of a vehicle control method according to certain embodiments of this application;

[0142] Figure 14 This is eleventh of the flowcharts illustrating a vehicle control method according to certain embodiments of this application;

[0143] Figure 15 This is the twelfth schematic flowchart of a vehicle control method according to certain embodiments of this application;

[0144] Figure 16 A schematic diagram of vehicle height adjustment for a vehicle control method according to certain embodiments of the application;

[0145] Figure 17 This is a flowchart of a vehicle control method according to certain embodiments of this application, number thirteen.

[0146] Figure 18 This is a schematic flowchart of a vehicle control method according to certain embodiments of this application, number sixteen.

[0147] Figure 19 This is one of the logic diagrams of a vehicle control method according to certain embodiments of this application;

[0148] Figure 20 This is a second logical schematic diagram of a vehicle control method according to certain embodiments of this application. Detailed Implementation

[0149] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the embodiments of this application, and should not be construed as limiting the embodiments of this application.

[0150] In related technologies, vehicles may experience loss of control due to complex road conditions or improper driver operation, such as rollover, backward tilting, sliding down slopes, severe tire slippage, or front and rear swinging, thereby affecting the safety of the vehicle and its occupants. Therefore, how to prevent vehicle loss of control has become one of the most pressing issues to be addressed in vehicle design.

[0151] When a vehicle is traveling on a complex road, the uncertainty of the driver's operation can lead to a certain risk of loss of control. For example, when a vehicle is climbing a steep off-road section, the vehicle body is prone to excessive pitching. If the slope exceeds the vehicle's approach angle or departure angle, it may cause the front of the vehicle to scrape the ground or the rear of the vehicle to drag on the ground, which may lead to backward tilting or even rollover.

[0152] Among the related technologies, some technologies can only display basic data such as vehicle tilt angle through the instrument panel. Drivers need to judge the risks themselves. However, most users lack an intuitive understanding of professional parameters such as roll angle and pitch angle, making it difficult to quickly convert "30° tilt" into a risk perception of "possible rollover", often missing the best time to deal with the situation.

[0153] Furthermore, when risks arise, the system passively mitigates them by restricting certain functions, failing to proactively adjust vehicle status to reduce risk. For example, when the vehicle is in a low-speed, steep off-road scenario, it cannot balance the center of gravity based on the vehicle's tilt, nor can it adjust tire grip, making it difficult to exceed the vehicle's safety limits under extreme conditions and failing to fundamentally reduce the probability of loss of control.

[0154] Based on the above issues, please refer to Figure 1 This application provides a vehicle control method, the method comprising:

[0155] 01: Determine the vehicle's runaway risk parameters based on the vehicle's status information, wherein the status information includes at least one of motion state sub-information, vehicle body posture sub-information, and wheel state sub-information, and the runaway risk parameters are used to indicate the vehicle's runaway risk.

[0156] 02: Control vehicle operation based on runaway risk parameters to reduce the risk of vehicle runaway.

[0157] This application provides a vehicle control device. The vehicle control method of this application can be implemented by the vehicle control device of this application. Specifically, the vehicle control device includes a determination module and a control module. The determination module is used to determine the vehicle's runaway risk parameters based on the vehicle's state information, wherein the state information includes at least one of motion state sub-information, vehicle body posture sub-information, and wheel state sub-information, and the runaway risk parameters are used to indicate the vehicle's runaway risk. The control module is used to control the vehicle's operation based on the runaway risk parameters to reduce the vehicle's runaway risk.

[0158] This application also provides an electronic device, which includes a memory and a processor. The vehicle control method of this application can be implemented by the electronic device. Specifically, the memory stores a computer program, and the processor determines vehicle runaway risk parameters based on vehicle state information. The state information includes at least one of motion state sub-information, vehicle body posture sub-information, and wheel state sub-information. The runaway risk parameters indicate the risk of vehicle runaway. The processor controls vehicle operation based on the runaway risk parameters to reduce the risk of vehicle runaway.

[0159] Specifically, the vehicle control method of this application is applicable to vehicles under extreme industrial control conditions, for example... Figure 2 The extreme steep gradient and off-road driving conditions shown are illustrated.

[0160] The state information includes motion state sub-information representing the dynamic characteristics of vehicle driving, body posture sub-information representing the body posture characteristics, and wheel state sub-information representing the interaction between the vehicle and the road surface.

[0161] The motion state sub-information includes vehicle speed information and acceleration information, such as longitudinal acceleration, lateral acceleration and vertical acceleration data of the vehicle in three mutually perpendicular directions, which are used to obtain parameters of the vehicle's runaway risk, such as the degree of vehicle tilt or the slope of the vehicle.

[0162] Vehicle acceleration information can be obtained by IMU (Inertial Measurement Unit) sensors.

[0163] Vehicle attitude information includes height data for each tire, such as wheelbase and track width, which is used to obtain parameters related to the vehicle's risk of loss of control, such as the vehicle's gradient.

[0164] Altitude data can be obtained from the vehicle's altitude sensors.

[0165] Wheel status information includes information such as tire pressure, wheel speed, and vehicle driving torque, which is used to obtain parameters of the vehicle's risk of loss of control, such as the degree of tire slippage.

[0166] The tire pressure of a vehicle can be determined by a tire pressure sensor, the wheel speed of a vehicle can be obtained by a wheel speed sensor, and the driving torque of a vehicle can be obtained by a torque sensor.

[0167] By collecting multi-dimensional status information, the potential risk of loss of control of a vehicle can be transformed into quantifiable loss of control risk parameters, providing data support for subsequent control of vehicle operation to reduce the risk of loss of control.

[0168] Among them, the loss of control risk parameter refers to the probability of a vehicle losing control due to situations such as rollover, backward tilting, rolling downhill, severe tire slippage, or front and rear swinging. It can be obtained by calculating and processing the vehicle's status information.

[0169] In one example, the triaxial acceleration in the motion state sub-information can be used to calculate the vehicle tilt, combined with the vehicle body attitude sub-information to calculate the operating slope, and the wheel state sub-information to assess the tire slippage. Based on the vehicle tilt, slope, and slippage, a runaway risk value in the range of 0 to 1 can be obtained through calculation. This is the vehicle's runaway risk parameter, which directly reflects the probability of the vehicle losing control. The higher the runaway risk parameter value, the higher the risk of the vehicle.

[0170] Vehicle control is based on runaway risk parameters. For example, based on the wind turbine corresponding to the runaway risk parameters, a graded trigger control strategy is triggered to actively adjust the vehicle state. By using instrument indicator lights or increasing damping and stiffness, the risk of vehicle runaway can be reduced, the vehicle can be kept in a controllable state, and the safety of the vehicle and its occupants can be ensured.

[0171] In this embodiment, at least one of the following state information is collected by multi-dimensional sensors: motion state sub-information, vehicle body posture sub-information, and wheel state sub-information. The vehicle's loss-of-control risk is comprehensively analyzed from multiple dimensions—vehicle motion state, vehicle body state, and wheel state—to obtain loss-of-control risk parameters that characterize the probability of loss of control. Compared to simply displaying risk parameters such as vehicle tilt, this embodiment quantifies the vehicle's loss-of-control risk as a loss-of-control risk level. This transforms the abstract vehicle state into information easily understood by the driver, enabling them to quickly perceive danger and take countermeasures. Furthermore, the driver can control vehicle operation based on the loss-of-control risk parameters to reduce the risk of loss of control and thus ensure the safety of the vehicle and its occupants.

[0172] In summary, in this embodiment, the risk of vehicle loss of control can be quantified into a risk parameter based on the vehicle's state. This risk parameter allows for vehicle operation control to reduce the risk of loss of control, thereby ensuring the safety of the vehicle and its occupants. Furthermore, the risk parameter can be determined using at least one of the following: motion state sub-information, vehicle body posture sub-information, and wheel state sub-information. This provides effective information support for the risk parameter, thereby ensuring its reliability and the effectiveness and reliability of controlling vehicle operation using it.

[0173] Please see Figure 3 In some implementations, step 01 (determining the vehicle's runaway risk parameters based on the vehicle's status information) includes:

[0174] 011: Based on the status information, determine the vehicle's current tilt angle, the current slope of the road surface the vehicle is traveling on, and the current degree of tire slippage;

[0175] 012: Determine the loss of control risk parameters based on the current tilt angle, current slope, and current tire slippage.

[0176] In some implementations, the determining module is further configured to determine the vehicle's current tilt angle, the current slope of the road surface, and the current degree of tire slippage based on the status information. The determining module is also configured to determine runaway risk parameters based on the current tilt angle, current slope, and current degree of tire slippage.

[0177] In some implementations, the processor is further configured to determine, based on the status information, the vehicle's current tilt angle, the current gradient of the road surface, and the vehicle's current tire slippage. The processor is also configured to determine runaway risk parameters based on the current tilt angle, current gradient, and current tire slippage.

[0178] Specifically, the status information includes multi-dimensional information about the vehicle. Through calculation and processing, parameters that characterize the risk level of the vehicle can be obtained, namely the current tilt angle, the current slope of the road surface on which the vehicle is traveling, and the current degree of tire slippage.

[0179] The current tilt angle represents the degree of tilt of the vehicle body relative to a horizontal state. It is used to measure whether the vehicle faces the risk of rollover, pitching backward, or other loss of control. It can be calculated from the three-axis acceleration of the motion state sub-information. The larger the current tilt angle, the further the vehicle body deviates from a stable state, and the higher the probability of loss of control. For example, if the vehicle tilt angle is too large when turning, a rollover accident is more likely to occur. Therefore, the loss of control risk parameter can be obtained by calculating the current tilt angle.

[0180] The current slope characterizes the inclination angle of the road surface the vehicle is currently traveling on, i.e., its steepness. It is related to the vehicle's power requirements, braking load, and risk of slipping. It can be calculated from vehicle attitude sub-information and motion state sub-information. The greater the current slope, the more difficult it is for the vehicle to overcome the component of gravity, and the greater the possibility of failure to climb or slipping. Therefore, the risk of the vehicle's driving environment can be assessed, i.e., the loss-of-control risk parameters can be obtained by calculating vehicle attitude sub-information and motion state sub-information.

[0181] The current tire slippage level characterizes the tire's adhesion to the road surface and can be calculated from wheel state information. The higher the current tire slippage level, the more difficult it is for the vehicle's driving or braking forces to effectively apply to the road surface, which may lead to loss of control phenomena such as directional deviation and power loss. For example, tires may spin freely on muddy roads or lock up and slide when braking on icy or snowy roads. Therefore, the interaction risk between the vehicle's tires and the road surface can be measured, and the loss of control risk parameters can be obtained by calculating the wheel state information.

[0182] By calculating and processing the current tilt angle, current slope, and current tire slippage, accurate parameters for loss of control risk can be determined, enabling a quantitative assessment of the probability of vehicle loss of control and providing a precise basis for subsequent graded early warning and control strategies.

[0183] Thus, based on the status information, the vehicle's current tilt angle, the current slope of the road surface, and the current degree of tire slippage are determined. Based on these parameters, the loss-of-control risk parameters are then determined. In this way, by utilizing the vehicle's status information, parameters reflecting potential risk factors for vehicle loss of control in multiple dimensions can be obtained—namely, the current tilt angle, current slope, and current tire slippage. By comprehensively determining accurate loss-of-control risk parameters based on these parameters, a quantitative assessment of the probability of vehicle loss of control can be achieved, providing a precise basis for subsequent tiered early warning and control strategies.

[0184] Please see Figure 4 In some implementations, step 012 (determining the runaway risk parameters based on the current tilt angle, current slope, and current tire slippage) includes:

[0185] 0121: Determine the runaway risk parameters based on the current tilt angle and its corresponding tilt angle weight, the current slope and its corresponding slope weight, and the current tire slippage degree and its corresponding tire slippage degree weight.

[0186] In some implementations, the determining module is also used to determine runaway risk parameters based on the current tilt angle and its corresponding tilt angle weight, the current slope and its corresponding slope weight, and the current tire slippage degree and its corresponding tire slippage degree weight.

[0187] In some implementations, the processor is also configured to determine runaway risk parameters based on the current tilt angle and its corresponding tilt angle weight, the current slope and its corresponding slope weight, and the current tire slippage degree and its corresponding tire slippage degree weight.

[0188] Specifically, the tilt angle weight is the weighting coefficient of the vehicle's current tilt angle in the risk value calculation, used to characterize the degree of influence of the tilt angle on the risk of loss of vehicle control.

[0189] Slope weight is a weighting coefficient in the current slope risk value calculation, used to characterize the degree of influence of road slope on the risk of vehicle loss of control.

[0190] The tire slippage weight is the weighting coefficient of the current tire slippage in the risk value calculation, used to characterize the degree of influence of the tire-road adhesion state on the risk of vehicle loss of control.

[0191] Based on the current tilt angle and its corresponding tilt angle weight, the current slope and its corresponding slope weight, and the current tire slippage degree and its corresponding tire slippage degree weight, the determined runaway risk parameters can be expressed by the following formula:

[0192] u=k1A1+k2A2+k3A3

[0193] Where u is the runaway risk parameter; A1 is the current tilt angle, and k1 is the corresponding tilt angle weight; A2 is the current slope, and k2 is the corresponding slope weight; A3 is the current tire slippage degree, and k3 is the corresponding tire slippage degree weight.

[0194] It should be noted that the current tilt angle and its corresponding tilt angle weight, the current slope and its corresponding slope weight, and the current tire slippage degree and its corresponding tire slippage degree weight need to be set according to the actual situation. Different vehicles, such as off-road vehicles and urban vehicles, as well as different working conditions, such as climbing and side slope driving, have different weights. By determining the deweights of each factor through matching and calibration, it can be ensured that the calculated runaway risk parameters can truly reflect the probability of runaway under different scenarios.

[0195] Thus, based on the current tilt angle and its corresponding tilt angle weight, the current slope and its corresponding slope weight, and the current tire slippage degree and its corresponding tire slippage degree weight, the runaway risk parameters are determined. In this way, by weighting the current tilt angle, current slope, and current tire slippage degree, risk factors from different dimensions can be integrated, ensuring that the quantified risk value is consistent with the actual level of danger, providing a reliable basis for subsequent risk classification and adaptive adjustment.

[0196] Please see Figure 5In some implementations, the state information includes motion state sub-information, vehicle posture sub-information, and wheel state sub-information. Step 011 (determining the vehicle's current tilt angle, the current slope of the road surface, and the current tire slippage degree based on the state information) includes:

[0197] 0111: Determine the current slope and tilt angle based on the motion state sub-information and vehicle posture sub-information;

[0198] 0112: Determine the current tire slippage level based on the wheel status information.

[0199] In some implementations, the determining module is further configured to determine the current slope and current tilt angle based on the motion state sub-information and the vehicle body posture sub-information. The determining module is also configured to determine the current tire slippage degree based on the wheel state sub-information.

[0200] In some implementations, the processor is further configured to determine the current slope and current tilt angle based on the motion state sub-information and vehicle posture sub-information. The processor is also configured to determine the current tire slippage degree based on the wheel state sub-information.

[0201] Specifically, based on the motion state sub-information and vehicle posture sub-information in the state information, the current slope and current tilt angle of the vehicle can be determined by calculating the three-axis acceleration data in the motion state sub-information and the four-wheel high speed information in the vehicle posture sub-information.

[0202] Based on the wheel state sub-information in the state information, the current degree of tire slippage can be determined by calculating information such as wheel speed, tire pressure, and torque fluctuation rate in the wheel state sub-information.

[0203] Accurate current slope, tilt angle, and tire slippage level can provide precise data support for subsequently determining parameters related to the risk of loss of control.

[0204] Thus, based on the motion state sub-information and vehicle posture sub-information, the current slope and tilt angle are determined; based on the wheel state sub-information, the current tire slippage degree is determined. In this way, by determining the current slope and tilt angle based on the parameters extracted from the motion state sub-information and vehicle posture sub-information, and by determining the current tire slippage degree based on the extracted wheel state sub-information, accurate data support is provided for calculating runaway risk parameters. This, in turn, can ensure the reliability of runaway risk parameters to a certain extent, and guarantee the effectiveness and reliability of controlling vehicle operation based on runaway risk parameters.

[0205] Please see Figure 6In some implementations, the motion state sub-information includes vehicle acceleration, and the vehicle posture sub-information includes the vehicle height at the wheel positions. Step 0111 (determining the current slope and current tilt angle based on the motion state sub-information and the vehicle posture sub-information) includes:

[0206] 01111: Determine the current tilt angle based on the current acceleration of the first vehicle and the preset acceleration of the second vehicle;

[0207] 01112: Determine the current slope based on the current tilt angle, the current first vehicle height, the preset second vehicle height, and the pre-determined vehicle size parameters.

[0208] In some implementations, the determining module is further configured to determine the current tilt angle based on the current first vehicle acceleration and a preset second vehicle acceleration. The determining module is also configured to determine the current slope based on the current tilt angle, the current first vehicle height, the preset second vehicle height, and predetermined vehicle size parameters.

[0209] In some implementations, the processor is further configured to determine the current tilt angle based on the current first vehicle acceleration and a preset second vehicle acceleration. The processor is also configured to determine the current gradient based on the current tilt angle, the current first vehicle height, the preset second vehicle height, and predetermined vehicle size parameters.

[0210] Specifically, the motion state sub-information includes vehicle acceleration, i.e., triaxial acceleration, which is acquired by IMU sensors.

[0211] The triaxial acceleration includes longitudinal acceleration, lateral acceleration, and vertical acceleration data in three mutually perpendicular directions.

[0212] The first vehicle acceleration is the triaxial acceleration of the vehicle at the moment when the risk of loss of control needs to be assessed. The second vehicle acceleration is the triaxial acceleration of the vehicle during normal driving. By calculating the difference between the first vehicle acceleration at the current moment and the preset second vehicle acceleration, the current tilt angle can be determined. The current tilt angle can be expressed by the following formula:

[0213] θ = f(ax, ay, az)

[0214] Where θ is the current tilt angle; ax is the longitudinal acceleration; ay is the lateral acceleration; and az is the vertical acceleration.

[0215] Understandably, IMU sensors typically consist of accelerometers and gyroscopes. The accelerometer measures triaxial acceleration, sensing the components of gravitational acceleration in different directions; the gyroscope measures the angular velocity of the vehicle around these three axes, used to sense the vehicle's rotational motion.

[0216] Vehicle posture information includes the vehicle height at the wheel positions, i.e., the height of the four wheels, which is collected by the vehicle's height sensors.

[0217] The current vehicle height is the height of the four wheels at the moment when the risk of loss of control needs to be assessed.

[0218] The preset second vehicle height is the height of the four wheels of the vehicle during normal driving.

[0219] Vehicle size parameters refer to parameters such as wheelbase and track width.

[0220] The current slope can be determined by calculating the current tilt angle, the difference between the current first vehicle height and the preset second vehicle height, and the predetermined vehicle size parameters. The current slope can be expressed by the following formula:

[0221]

[0222] in, θ is the current slope; H is the current tilt angle. FL It is the height of the front left wheel; H FR It is the height of the front right wheel; H RL It is the height of the rear left wheel; H RR It is the height of the rear right wheel; L is the wheelbase; W is the track width; δ is the correction term.

[0223] The following is Figure 7 For example, let's explain the vehicle's attitude in the initial calibration state:

[0224] Figure 7 The left side shows the vehicle's state on a normal, stable road surface, i.e., the initial calibration state. The vehicle's three-axis accelerations ax, ay, and az are parallel to their corresponding three-dimensional coordinate axes. At this time, the vehicle is parallel to the xy plane, i.e., the ground.

[0225] Figure 7 The right side shows the components of gravitational acceleration along the longitudinal and lateral axes of the accelerometer when the vehicle is tilted. By analyzing the ax, ay, and az values ​​collected by the accelerometer and combining them with trigonometric relationships, the current tilt angle θ of the vehicle relative to the horizontal plane can be calculated. That is, when the vehicle tilts, ay changes due to the change in the gravitational component, and the tilt angle can be derived from this.

[0226] By comparing the height difference of the four wheels relative to the initial calibration state, and combining the wheelbase and track width, the vehicle tilt angle is corrected, and the actual tilt angle of the road surface, i.e., the current slope, is finally obtained.

[0227] Thus, based on the current vehicle acceleration and the preset second vehicle acceleration, the current tilt angle is determined; based on the current tilt angle, the current vehicle height, the preset second vehicle height, and predetermined vehicle size parameters, the current slope is determined. In this way, the difference between the current vehicle acceleration and the preset second vehicle acceleration from the vehicle's motion state sub-information can be used to obtain the current tilt angle, representing the current degree of vehicle tilt. Based on the current tilt angle, the difference between the current vehicle height and the preset second vehicle height, and predetermined vehicle size parameters, the current slope, representing the vehicle's road surface tilt angle, can be determined. This provides accurate data support for calculating runaway risk parameters, ensuring the comprehensiveness and accuracy of risk assessment.

[0228] Please see Figure 8 In some implementations, the wheel state sub-information includes the tire pressure, wheel speed, and driving torque of each wheel. Step 0112 (determining the current tire slippage level based on the wheel state sub-information) includes:

[0229] 01121: Determine the current wheel speed difference based on the wheel speed of each wheel at the current moment;

[0230] 01122: Determine the current driving torque fluctuation rate of each wheel based on the first driving torque of each wheel at the current moment and the second driving torque at the previous moment;

[0231] 01123: Determine the current tire pressure change of each wheel based on the first tire pressure at the current moment and the second tire pressure at the previous moment;

[0232] 01124: Determine the current tire slippage level based on the current wheel speed difference, current driving torque fluctuation rate, and current tire pressure change.

[0233] In some implementations, the determining module is further configured to determine the current wheel speed difference based on the wheel speed of each wheel at the current moment. The determining module is further configured to determine the current driving torque fluctuation rate of each wheel based on the first driving torque of each wheel at the current moment and the second driving torque at the previous moment. The determining module is further configured to determine the current tire pressure change of each wheel based on the first tire pressure of each wheel at the current moment and the second tire pressure at the previous moment. The determining module is further configured to determine the current tire slippage degree based on the current wheel speed difference, the current driving torque fluctuation rate, and the current tire pressure change.

[0234] In some implementations, the processor is further configured to determine the current wheel speed difference based on the wheel speed of each wheel at the current moment. The processor is also configured to determine the current driving torque fluctuation rate of each wheel based on the first driving torque of each wheel at the current moment and the second driving torque at the previous moment. The processor is further configured to determine the current tire pressure change of each wheel based on the first tire pressure of each wheel at the current moment and the second tire pressure at the previous moment. The processor is further configured to determine the current tire slippage level based on the current wheel speed difference, the current driving torque fluctuation rate, and the current tire pressure change.

[0235] Specifically, the wheel status information includes the tire pressure, wheel speed, and driving torque of each wheel.

[0236] Wheel speed refers to the speed of the four wheels, that is, the rotational speed of the four tires. The current wheel speed difference can be determined based on the wheel speed of each wheel at the current moment, that is, the difference between the rotational speeds of each wheel.

[0237] Drive torque refers to the torque of the motor. Based on the first drive torque of each wheel at the current moment and the second drive torque at the previous moment, the current drive torque fluctuation rate of each wheel can be determined, which can characterize the fluctuation of drive torque.

[0238] Tire pressure refers to the air pressure in the wheels. Based on the first tire pressure of each wheel at the current moment and the second tire pressure at the previous moment, the change in air pressure in each wheel can be determined, that is, the current change in tire pressure of each wheel.

[0239] Understandably, during normal driving, the rotational speeds of all wheels on a vehicle should be roughly the same, and the driving torque output by the engine should be relatively stable during transmission to the wheels. When tires slip, the speed of the slipping wheel will differ from that of the other wheels, resulting in a difference in wheel speed and a change in the adhesion between the tire and the ground, causing fluctuations in the driving torque.

[0240] In addition, normal tire pressure ensures good contact between the tire and the ground. When the tire pressure changes beyond the normal range, the tire's grip will be affected, thereby increasing the risk of slipping.

[0241] By comprehensively evaluating and calculating the current wheel speed difference, current driving torque fluctuation rate, and current tire pressure change, the current tire slippage level can be determined, thereby providing accurate data support for calculating runaway risk parameters and ensuring the comprehensiveness and accuracy of risk assessment.

[0242] Thus, based on the wheel speed of each wheel at the current moment, the current wheel speed difference is determined; based on the first driving torque of each wheel at the current moment and the second driving torque at the previous moment, the current driving torque fluctuation rate of each wheel is determined; based on the first tire pressure of each wheel at the current moment and the second tire pressure at the previous moment, the current tire pressure change of each wheel is determined; and based on the current wheel speed difference, the current driving torque fluctuation rate, and the current tire pressure change, the current tire slippage degree is determined. In this way, by comprehensively considering multiple indicators such as wheel speed difference, driving torque fluctuation rate, and tire pressure change, the current tire slippage degree is determined, providing accurate data support for calculating runaway risk parameters and ensuring the comprehensiveness and accuracy of risk assessment.

[0243] Please see Figure 9 In some implementations, step 02 (controlling vehicle operation based on runaway risk parameters to reduce the risk of vehicle runaway) includes:

[0244] 021: Determine the level of risk of loss of control based on the parameters of risk of loss of control;

[0245] 022: Control vehicle operation according to the risk level of loss of control in order to reduce the risk of loss of control of the vehicle.

[0246] In some implementations, the control module is also used to determine the runaway risk level based on runaway risk parameters. The control module is further used to control vehicle operation based on the runaway risk level to reduce the risk of vehicle runaway.

[0247] In some implementations, the processor is also configured to determine a runaway risk level based on runaway risk parameters. The processor is further configured to control vehicle operation based on the runaway risk level to reduce the risk of vehicle runaway.

[0248] Specifically, the risk level of loss of control refers to the pre-defined risk level, such as high risk level, medium risk level, low risk level, and no risk level.

[0249] By mapping runaway risk parameters to specific runaway risk levels, abstract runaway risk parameters can be transformed into actionable decision-making criteria, providing a tiered response standard for reducing vehicle runaway risk.

[0250] In one example, in the runaway risk level of vehicle A, 0-0.2 is no risk, 0.2-0.5 is low risk, 0.5-0.8 is medium risk, and 0.8-1 is high risk. With a runaway risk parameter of 0.4, it can be known that the current vehicle is in a low risk level.

[0251] Furthermore, different levels of risk of loss of control may require different control strategies. For example, at low risk, instrument prompts and fine-tuning of suspension parameters may suffice; at medium risk, enhanced warnings and adjustments to the suspension to a more stable state are necessary.

[0252] Based on the risk level of loss of control, graded intervention can ensure that the intensity of control is precisely matched with the level of risk, effectively reducing the risk of loss of control while avoiding excessive intervention that would affect the driving experience.

[0253] Thus, based on the runaway risk parameters, the runaway risk level is determined; and vehicle operation is controlled according to the runaway risk level to reduce the risk of runaway. By mapping runaway risk parameters to specific runaway risk levels, abstract runaway risk parameters can be transformed into actionable decision-making criteria, providing a tiered response standard for reducing vehicle runaway risk. Furthermore, tiered intervention ensures a precise match between control intensity and risk level, effectively reducing runaway risk while avoiding excessive intervention that could negatively impact the driving experience.

[0254] Please see Figure 10 In some implementations, the method further includes:

[0255] 023: Based on the runaway risk parameters and runaway risk level, control the vehicle to display component display prompts.

[0256] In some implementations, the control module is also used to control the display of prompt information on vehicle display components based on runaway risk parameters and runaway risk levels.

[0257] In some implementations, the processor is also used to control the display components of the vehicle to display prompt information based on runaway risk parameters and runaway risk levels.

[0258] Specifically, based on the runaway risk parameters and runaway risk level, warning information can be displayed by controlling the vehicle's display components.

[0259] Please see Figure 11 The instrument display diagram shown illustrates how controlling the vehicle's display components can reveal the current risk level of loss of control.

[0260] On the right are color icons for each risk level. For example, high risk (level 4) can be bright red, and low risk (level 2) can be green.

[0261] The pointer on the left-hand instrument panel indicates the current risk level of loss of control of the vehicle. In the figure, 75% indicates a high risk, or the fourth risk level.

[0262] Compared to displaying loss-of-control risk parameters, loss-of-control risk levels can transform abstract vehicle states into information that is easy for drivers to understand, and convey this information through instrument displays, and even pop-ups and voice prompts. For example, a high-risk level, through prominent visual and auditory signals, can make drivers quickly realize that the vehicle is in a dangerous state, thereby proactively adjusting driving operations such as deceleration and steering correction, reducing the probability of an accident from a subjective perspective.

[0263] Thus, based on the loss-of-control risk parameters and risk level, the vehicle's display components are programmed to show warning messages. By using differentiated warning methods for different risk levels, abstract risk parameters and levels can be transformed into information that the driver can understand, helping the driver determine the cause of the vehicle's loss of control risk and thereby ensuring the safety of the vehicle and its occupants to a certain extent.

[0264] Please see Figure 12 In some implementations, step 021 (determining the runaway risk level based on runaway risk parameters) includes:

[0265] 0211: Determine the runaway risk level based on the runaway risk parameters and the preset parameter thresholds corresponding to the vehicle model.

[0266] In some implementations, the control module is also used to determine the runaway risk level based on runaway risk parameters and preset parameter thresholds corresponding to the vehicle model.

[0267] In some implementations, the processor is also used to determine the runaway risk level based on runaway risk parameters and preset parameter thresholds corresponding to the vehicle model.

[0268] Specifically, the preset parameter threshold is used to classify the level of runaway risk. It can be determined according to the actual situation. For example, different models have different design standards and safety boundaries, and their body structure, power system and center of gravity distribution are different. Therefore, the preset parameter threshold needs to be matched and calibrated according to the model and vehicle runaway risk parameters.

[0269] In one example, the preset parameter thresholds for vehicle A can be 0.2, 0.5, or 0.8, and the preset parameter thresholds for vehicle B can be 0.3, 0.6, or 0.9. The risk levels are thus divided as shown in Table 1.

[0270] Table 1

[0271]

[0272] Based on the runaway risk parameters and the risk level table corresponding to the preset parameter thresholds, the current runaway risk parameters are compared with the preset thresholds corresponding to the vehicle model. The threshold range in which the parameters fall is used to determine the corresponding level, thereby determining the current runaway risk level of the vehicle.

[0273] Thus, the runaway risk level is determined based on the runaway risk parameters and preset parameter thresholds corresponding to the vehicle model. This ensures that the risk level matches the actual safety capabilities of the vehicle model, avoiding misjudgments or omissions caused by a single threshold, and providing a precise basis for subsequent graded control.

[0274] In some implementations, the risk level of runaway includes a first risk level, a second risk level, a third risk level, and a fourth risk level.

[0275] Specifically, the first risk level refers to the no-risk level. When a vehicle is in the first risk level, it can be considered that the vehicle's posture is stable, the road conditions are good, and there is no potential danger such as rollover, skidding, or slippage. Therefore, the vehicle can maintain normal driving status without any intervention, warnings, or parameter adjustments.

[0276] The second risk level refers to the low risk level. When a vehicle is in the second risk level, it can be considered that there are minor risk factors, such as slight vehicle tilt, slight road slope, or slight tire slippage, but these do not reach the level that affects safety, and the probability of the vehicle losing control is low.

[0277] The third risk level refers to the medium risk level. When a vehicle is at the third risk level, it can be considered that the vehicle has certain risk factors, such as a moderate tilt, a steep slope, or obvious skidding. The probability of loss of control is increased, and active intervention is required to prevent the risk from worsening.

[0278] The fourth risk level refers to a high risk level. When a vehicle is at the fourth risk level, it can be considered that the vehicle's risk factors are close to the safety limit. For example, the vehicle body is tilted significantly, on a steep slope, or in a situation of severe skidding. The probability of loss of control is high and emergency intervention is required.

[0279] By classifying the risk level of loss of control into four levels—first, second, third, and fourth—the system can quickly locate the degree of risk and directly invoke the corresponding control logic without having to repeatedly calculate the overall risk. This shortens the response time from risk identification to control execution. For example, in high-risk or other emergency scenarios, safety measures can be activated more quickly.

[0280] Subsequently, drivers can intuitively judge the risk status through the prompts corresponding to the risk level. The mild prompts for low risk will not cause driving distraction, while the strong prompts for high risk can effectively arouse vigilance and assist drivers in making reasonable operating decisions.

[0281] Thus, the risk levels of loss of control include a first risk level, a second risk level, a third risk level, and a fourth risk level. By dividing the risk levels of loss of control into four levels, the system can quickly locate the degree of risk and directly invoke the corresponding control strategy without having to repeatedly calculate the overall risk, thereby shortening the response time from risk identification to control execution.

[0282] Please see Figure 13 In some implementations, the method further includes:

[0283] 024: Determine the vehicle's desired driving area based on the vehicle's driving direction information and the road surface information ahead;

[0284] 025: Determine the risk level of loss of control based on the target slope of the desired driving area.

[0285] In some implementations, the control module is also used to determine the vehicle's desired driving area based on the vehicle's driving direction information and the road surface information ahead. The control module is also used to determine the level of risk of loss of control based on the target slope of the desired driving area.

[0286] In some implementations, the processor is further configured to determine the desired driving area of ​​the vehicle based on the vehicle's driving direction information and the road surface information ahead. The processor is also configured to determine the level of risk of loss of control based on the target slope of the desired driving area.

[0287] Specifically, the risk level of loss of control can also be determined by the target slope of the vehicle's desired driving area, based on the vehicle's driving direction information and the road surface information ahead.

[0288] Among these, vehicle direction information refers to the direction of the vehicle's movement trajectory, including data such as wheel tracks. For example, when traveling forward, the wheel tracks extend forward, and when reversing, they extend backward, providing a basic coordinate system for defining the area. Road surface information ahead refers to the elevation changes of the road surface collected by the data acquisition device, such as road slope, bumps or depressions, and the distribution of obstacles. The desired driving area refers to the area the vehicle is about to enter.

[0289] By calculating and processing the vehicle's driving direction information and the road surface information ahead, and combining the wheel track lines and the elevation changes of the road surface, the abstract road conditions ahead can be transformed into a specific driving area that the vehicle is about to encounter, i.e., the desired driving area, providing a clear spatial range for subsequent risk assessment.

[0290] The target slope refers to the angle of inclination relative to the horizontal plane.

[0291] Based on the target slope of the desired driving area, the risk of loss of control that the vehicle may face after entering the area can be predicted. For example, the target slope and the vehicle's passability can be matched and calculated. If the target slope exceeds the vehicle's safe climbing threshold, it means that the tilt angle of the vehicle may exceed the limit after entering the area, thereby determining the level of loss of control risk.

[0292] It should be clarified that in this embodiment, the desired driving area of ​​the vehicle is determined based on the vehicle's driving direction information and the road surface information ahead, and the loss-of-control risk level is determined based on the target slope of the desired driving area. This is based on the premise that the vehicle has a pre-aiming function. If the vehicle does not have a pre-aiming function, this step can be skipped.

[0293] Thus, based on the vehicle's direction of travel and the road surface ahead, the desired driving area is determined; and based on the target slope of the desired driving area, the risk level of loss of control is determined. In this way, by transforming the abstract road conditions ahead into a specific desired driving area, and then using the target slope of the desired driving area, the risk level of loss of control can be pre-judged, providing a basis for proactively reducing risk in subsequent control measures.

[0294] Please see Figure 14 In some implementations, the method further includes:

[0295] 026: Determine the target slope based on the elevation information of the desired driving area.

[0296] In some implementations, the control module is also used to determine the target slope based on the elevation information of the desired driving area.

[0297] In some implementations, the processor is also used to determine the target slope based on the elevation information of the desired driving area.

[0298] Specifically, the target slope can also be determined by the elevation information of the desired driving area.

[0299] Elevation information refers to the height change data relative to the reference horizontal plane. It is a continuous elevation curve used to characterize the undulation or slope change of the road surface.

[0300] In one example, the reference direction for slope calculation can be determined by combining the vehicle's driving direction. For example, the longitudinal slope corresponds to the front-to-back direction of the vehicle, and the lateral slope corresponds to the left-to-right direction of the vehicle. The slope of the elevation information change in this area can be calculated, and then the slope can be converted into an angle value through a geometric formula to obtain the target slope.

[0301] Thus, the target slope is determined based on the elevation information of the desired driving area. This transformation of abstract elevation information into a quantifiable target slope allows for a precise mathematical description of the road conditions ahead, providing a data foundation for vehicle control strategies.

[0302] In some implementations, step 025 (determining the loss-of-control risk level based on the target slope of the desired driving area) includes:

[0303] 0251: If the target slope is greater than or equal to the preset slope threshold, the risk level of loss of control is determined to be the fourth risk level.

[0304] In some implementations, the control module is also used to determine the runaway risk level as the fourth risk level when the target slope is greater than or equal to a preset slope threshold.

[0305] In some implementations, the processor is also configured to determine the runaway risk level as the fourth risk level if the target slope is greater than or equal to a preset slope threshold.

[0306] Specifically, the preset slope threshold refers to the maximum threshold for safe hill climbing of a vehicle. When the target slope is greater than or equal to the preset slope threshold, it can be considered that the risk of tire slippage increases dramatically after the vehicle enters the road with the target slope, and it may face the risk of loss of control such as rollover, slippage, and bottoming out. Therefore, the current risk level of loss of control can be determined as the fourth risk level, i.e., the high risk level.

[0307] Thus, if the target slope is greater than or equal to the preset slope threshold, the risk level of loss of control is determined to be the fourth risk level. In this way, by obtaining the target slope, the risk level can be predicted in advance, providing a basis for subsequent control strategies and proactively reducing risks to ensure the safety of the vehicle and its occupants.

[0308] In some implementations, step 022 (controlling vehicle operation according to the runaway risk level to reduce the risk of vehicle runaway) includes:

[0309] 0221: Control vehicle operation according to the runaway risk level and a pre-determined vehicle control strategy to reduce the risk of vehicle runaway.

[0310] In some implementations, the control module is also used to control vehicle operation according to the runaway risk level and a predetermined vehicle control strategy to reduce the risk of vehicle runaway.

[0311] In some implementations, the processor is also used to control vehicle operation based on the runaway risk level and a predetermined vehicle control strategy to reduce the risk of vehicle runaway.

[0312] Specifically, vehicle control strategy refers to a series of pre-set rules and operational logics for actively adjusting vehicle suspension, braking, steering, power, and other aspects.

[0313] Understandably, based on quantified runaway risk parameters, runaway risk levels are categorized as no risk, low risk, medium risk, and high risk. Each risk level has a corresponding vehicle control strategy. Depending on the runaway risk level, the vehicle can directly invoke the corresponding strategy to control its operation, thereby reducing the risk of runaway. Furthermore, by monitoring in real time whether the risk level decreases, the effectiveness of the strategy is determined, thus achieving the goal of dynamically reducing runaway risk through a tiered strategy.

[0314] In one example, under no-risk conditions, no vehicle control is initiated; under low-risk conditions, a risk warning light on the dashboard illuminates to alert the user that the vehicle is currently at low risk; under medium-risk conditions, the risk warning light on the dashboard illuminates while a voice prompt is given, and the vehicle is controlled to adjust parameters such as suspension damping and stiffness to make the vehicle more stable; under high-risk conditions, the dashboard risk warning, voice prompt, and pop-up notification on the central control screen are all activated, and the vehicle adjusts suspension damping, stiffness, drive force, and height to perform self-rescue.

[0315] By implementing tiered control, the risk level and intervention intensity are dynamically matched to avoid excessive intervention affecting the driving experience or insufficient intervention leading to danger. For example, if the risk level decreases after implementation, from high risk to medium risk, the strategy will switch to the corresponding level; if the risk continues to rise, a more intense preset strategy may be triggered until the risk falls back to a safe range.

[0316] In this way, vehicle operation is controlled according to the risk level of loss of control and a pre-determined vehicle control strategy to reduce the risk of loss of control. By matching the risk level with the strategy intensity, a closed-loop control can be formed, enabling dynamic adaptation between the risk level and the intervention intensity. This avoids excessive intervention affecting the driving experience or insufficient intervention leading to danger, thereby ensuring the safety of the vehicle and its occupants to a certain extent.

[0317] In some implementations, the runaway risk level includes a first risk level, a second risk level, a third risk level, and a fourth risk level. Step 0221 (controlling vehicle operation according to the runaway risk level and a predetermined vehicle control strategy to reduce the risk of vehicle runaway) includes:

[0318] 02211: When the risk level of loss of control is any one of the second, third, or fourth risk levels, control the vehicle operation according to the risk level of loss of control and a predetermined vehicle control strategy to reduce the risk of loss of control of the vehicle.

[0319] In some implementations, the control module is also used to control the vehicle operation according to the runaway risk level and a predetermined vehicle control strategy when the runaway risk level is any one of the second, third, and fourth risk levels, so as to reduce the risk of vehicle runaway.

[0320] In some implementations, the processor is also used to control the vehicle operation according to the runaway risk level and a predetermined vehicle control strategy when the runaway risk level is any one of the second, third, and fourth risk levels, so as to reduce the runaway risk of the vehicle.

[0321] Specifically, if the risk level of loss of control is any one of the second, third, or fourth risk levels, it can be considered as low, medium, or high risk, meaning that the vehicle is at risk. Therefore, it is necessary to control the vehicle's operation according to the risk level and a pre-determined vehicle control strategy to reduce the risk of loss of control.

[0322] Understandably, when the risk level of loss of control is the highest level, it is considered to be a risk-free level. This means that the vehicle is stable, the road conditions are good, and the probability of loss of control is close to zero. Therefore, there is no need to control the vehicle and keep it in a normal driving state to avoid unnecessary adjustments that could affect the driving experience or increase energy consumption.

[0323] Therefore, when the risk level of loss of control is any one of the second, third, or fourth risk levels, the vehicle operation can be controlled according to the risk level of loss of control and the predetermined vehicle control strategy to reduce the risk of loss of control.

[0324] Thus, when the risk level of loss of control is any of the second, third, or fourth risk levels, the vehicle's operation is controlled according to the risk level and a pre-determined vehicle control strategy to reduce the risk of loss of control. When the risk level is the first risk level, there is no need to control the vehicle, allowing it to maintain normal driving conditions and avoiding unnecessary adjustments that could negatively impact the driving experience or increase energy consumption. Furthermore, when the risk level is any of the second, third, or fourth risk levels, the vehicle's operation is controlled according to the risk level and a pre-determined vehicle control strategy, ensuring a precise match between the control strategy and the risk level. This ultimately achieves a closed-loop control system from risk identification to proactive risk mitigation, thereby ensuring the safety of the vehicle and its occupants to a certain extent.

[0325] In some implementations, the runaway risk level includes a first risk level, a second risk level, a third risk level, and a fourth risk level. Step 0221 (controlling vehicle operation according to the runaway risk level and a predetermined vehicle control strategy to reduce the risk of vehicle runaway) includes:

[0326] 02212: When the risk level of loss of control is the second risk level, control the first vehicle component to provide the first warning message.

[0327] In some implementations, the control module is also used to control the first vehicle components to provide a first warning message when the risk level of loss of control is the second risk level.

[0328] In some implementations, the processor is also configured to control the first vehicle components to provide a first warning message when the runaway risk level is the second risk level.

[0329] Specifically, when the risk level of loss of control is the second risk level, the vehicle's loss of control parameters are in a low range, and the current risk factors such as the vehicle's tilt, slope, and tire slippage are within the safety boundary. The probability of loss of control is low and does not pose a significant threat to driving safety. The driver can be reminded by controlling the first vehicle component to provide feedback on the first warning information and taking corresponding mild intervention strategies.

[0330] In one example, the first vehicle component is the vehicle's dashboard. The first warning message is the illumination of a warning light on the dashboard. By illuminating the dashboard warning light, the driver is alerted that the vehicle is currently in the second risk level. No voice prompts are given to avoid interfering with the driver's normal operation.

[0331] Thus, when the risk level of loss of control is at the second risk level, the control system sends out the first warning message from the vehicle's components. This first warning message alerts the driver, ensuring early awareness of potential risks while avoiding excessive intervention that could negatively impact the driving experience, thereby protecting the safety of the vehicle and its occupants to a certain extent.

[0332] In some implementations, the runaway risk level includes a first risk level, a second risk level, a third risk level, and a fourth risk level. Step 0221 (controlling vehicle operation according to the runaway risk level and a predetermined vehicle control strategy to reduce the risk of vehicle runaway) includes:

[0333] 02213: When the risk level of loss of control is level three, control the second vehicle component to provide a second warning message;

[0334] 02214: Perform the first adjustment on the suspension parameters of the vehicle suspension.

[0335] In some implementations, the control module is also configured to control the second vehicle components to provide a second warning message when the risk level of loss of control is at the third risk level. The control module is also configured to perform a first adjustment process on the suspension parameters of the vehicle suspension.

[0336] In some implementations, the processor is also configured to control a second vehicle component to provide a second warning message when the risk level of loss of control is at the third risk level. The processor is also configured to perform a first adjustment process on the suspension parameters of the vehicle suspension.

[0337] Specifically, when the risk level of loss of control is level three, the corresponding risk parameters of loss of control are in the medium range. It can be considered that the current tilt, slope or tire slippage of the vehicle has exceeded the safe and stable range and has a certain risk of loss of control, but has not reached an emergency danger state. Corresponding intervention measures need to be taken, namely, controlling the second vehicle components to provide feedback on the second prompt information and making the first adjustment to the suspension parameters of the vehicle suspension.

[0338] The second vehicle component refers to the first component and the sound-generating unit.

[0339] The second prompt message includes controlling the first vehicle's components to provide the first prompt message and giving a voice reminder.

[0340] In one example, the second vehicle component refers to the dashboard and the voice unit. The second prompt includes illuminating a warning light on the dashboard and providing a voice alert. Illuminating the dashboard warning light indicates to the driver that the vehicle is currently at the third risk level, while the voice alert reinforces the driver's risk perception.

[0341] The first adjustment process refers to actively adjusting the vehicle's suspension parameters, such as suspension damping and stiffness. For example, increasing stiffness can suppress body roll, effectively preventing further escalation of risks while ensuring basic driving operations.

[0342] In the case where the risk level of loss of control is level three,

[0343] Thus, when the risk level of loss of control is at the third level, the control system sends out a second warning message to the second vehicle component; and performs a first adjustment to the vehicle's suspension parameters. In this way, the second warning message alerts the driver, enhancing their risk perception through voice reminders and ensuring early attention to potential risks. Furthermore, the first adjustment proactively regulates the vehicle's suspension parameters, mitigating the risk of loss of control and, to a certain extent, preventing further escalation of the risk while ensuring basic driving operations.

[0344] In some embodiments, the suspension parameters include damping sub-parameters and / or stiffness sub-parameters. Step 02214 (performing a first adjustment process on the suspension parameters of the vehicle suspension) includes:

[0345] 022141: Adjust the damping sub-parameters and / or stiffness sub-parameters according to the runaway risk parameters.

[0346] In some implementations, the control module is also used to adjust the damping sub-parameters and / or stiffness sub-parameters based on the runaway risk parameters.

[0347] In some implementations, the processor is also configured to adjust the damping sub-parameters and / or stiffness sub-parameters based on runaway risk parameters.

[0348] Specifically, the first adjustment process can adjust the damping sub-parameters and / or stiffness sub-parameters based on the runaway risk parameters.

[0349] The damping sub-parameter is used to adjust the damping strength of the shock absorber in the vehicle suspension. The larger the damping sub-parameter, the stronger the effect of the shock absorber in suppressing vehicle body vibration. For example, it can quickly absorb the energy generated by the vehicle on bumpy roads and reduce the sway of the vehicle body. The smaller the damping sub-parameter, the weaker the effect of the shock absorber in suppressing vehicle body vibration. For example, the vehicle body vibrates for a longer period of time on bumpy roads, which affects stability.

[0350] The stiffness sub-parameter is used to adjust the deformation capacity of the suspension spring. The larger the stiffness sub-parameter, the smaller the deformation of the spring under the same load. For example, when the vehicle body rolls, it can support the vehicle body more effectively, thereby enhancing the vehicle body's anti-roll and anti-pitch capabilities. The smaller the stiffness sub-parameter, the larger the deformation of the spring under the same load. For example, the vehicle body's attitude may change more significantly when turning or accelerating, thereby increasing the risk of loss of control.

[0351] When the risk level of loss of control is level three, the suspension parameters of the vehicle suspension are adjusted first. That is, according to the risk level of loss of control, the damping sub-parameter and / or stiffness sub-parameter can be increased to a certain extent. This can suppress the vibration of the vehicle body by enhancing the effect of the suspension shock absorber or reducing the deformation of the suspension spring, thereby reducing the body vibration and the sway of the vehicle body, and thus reducing the risk level of loss of control of the vehicle.

[0352] In the first adjustment process, the adjustment of the damping sub-parameters can be expressed by the following formula:

[0353] C = C1 + C1 * u

[0354] Where C refers to the adjusted damping sub-parameter; C1 refers to the initial reference damping sub-parameter; and u refers to the adjustment amount determined by the runaway risk parameter. In the first adjustment process, the adjusted stiffness sub-parameter can be expressed by the following formula:

[0355] K = K1 + K1 * u

[0356] Where K refers to the adjusted stiffness sub-parameter, K1 refers to the initial reference stiffness sub-parameter, and u refers to the adjustment amount determined by the runaway risk parameter.

[0357] Understandably, when a user selects different driving modes, such as Eco mode and Comfort mode, the initial values ​​of the vehicle's damping and stiffness sub-parameters will differ. When the runaway risk level is at the third risk level, by obtaining the initial value of the current damping or stiffness sub-parameter as the adjustment reference value, and by obtaining the adjustment amount through the runaway risk parameter, the damping and / or stiffness sub-parameters can be adjusted to reduce the vehicle's runaway risk.

[0358] Thus, based on the runaway risk parameters, the damping sub-parameters and / or stiffness sub-parameters are adjusted. This enhances the suspension's support and vibration damping capabilities, improving vehicle stability and reducing the risk of vehicle runaway.

[0359] Please see Figure 15 In some implementations, the runaway risk level includes a first risk level, a second risk level, a third risk level, and a fourth risk level. Step 0221 (controlling vehicle operation according to the runaway risk level and a predetermined vehicle control strategy to reduce the risk of vehicle runaway) includes:

[0360] 02215: When the risk level of loss of control is level four, control the third vehicle component to provide a third warning message;

[0361] 02216: Perform a second adjustment to the suspension parameters of the vehicle suspension;

[0362] 02217: Control the vehicle suspension to perform a third adjustment to the vehicle height at the wheel position;

[0363] 02218: Control the vehicle to enter the preset working state.

[0364] In some implementations, the control module is further configured to control a third vehicle component to provide a third warning message when the risk level of loss of control is level four. The control module is also configured to perform a second adjustment to the suspension parameters of the vehicle suspension. The control module is further configured to control the vehicle suspension to perform a third adjustment to the vehicle height at the wheel positions. The control module is also configured to control the vehicle to enter a preset operating state.

[0365] In some implementations, the processor is further configured to control a third vehicle component to provide a third warning message when the runaway risk level is fourth. The processor is also configured to perform a second adjustment process on the suspension parameters of the vehicle suspension. The processor is further configured to control the vehicle suspension to perform a third adjustment process on the vehicle height at the wheel positions. The processor is also configured to control the vehicle to enter a preset operating state.

[0366] Specifically, when the risk level of loss of control is level four, the corresponding risk parameters of loss of control are in a high range. It can be considered that the current tilt, slope or tire slippage of the vehicle is close to or has reached the safety threshold, and the risk of loss of control is extremely high. Timely intervention is required, otherwise it may quickly develop into a dangerous state.

[0367] The third vehicle component refers to the second component and the visualization window.

[0368] The third vehicle component includes controlling the second vehicle component to provide feedback on the second prompt information and display reminders in a visual window.

[0369] In one example, the third vehicle components include the instrument panel, a sound unit, and a central control screen. The third alert enhances the driver's awareness of emergency avoidance through illuminating warning lights on the instrument panel, voice prompts, and central control screen displays.

[0370] The second adjustment process refers to actively adjusting the suspension parameters of the vehicle suspension, such as suspension damping, stiffness parameters, and active force. For example, by enhancing the support and vibration damping capabilities of the suspension, the vehicle stability can be improved and the risk of loss of control can be reduced.

[0371] The third adjustment refers to adjusting the vehicle's suspension to the height of the vehicle body at the wheel position, such as lowering the high-side wheels and raising the low-side wheels to reduce body roll.

[0372] Preset operating states refer to pre-defined states for the current risk level or operating condition that enhance vehicle safety and stability. Examples include activating the intelligent parking switch to prevent rollover, activating seatbelt warning, activating active side wings to provide lateral support to the driver, limiting the maximum steering angle of steer-by-wire, and setting maximum power output. These actions further reduce the risk of loss of control beyond suspension adjustments, preventing escalation of risks due to insufficient adjustment capabilities of a single system.

[0373] When the risk level of loss of control is level four, a multi-dimensional collaborative control strategy is adopted. This strategy involves controlling the third vehicle component to provide feedback on third warning information to enhance the driver's emergency avoidance awareness, adjusting the suspension parameters of the vehicle suspension as a second process, adjusting the vehicle height at the wheel position as a third process to reduce the risk of loss of control, and controlling the vehicle to enter a preset working state to avoid excessive operation that could exacerbate the risk. In this way, the risk level is forcibly reduced while ensuring safety, thereby protecting the safety of the vehicle and its occupants.

[0374] Thus, when the risk level of loss of control is at the fourth level, the system controls the third vehicle component to provide a third warning message; it performs a second adjustment to the vehicle's suspension parameters; it performs a third adjustment to the vehicle's height at the wheel positions; and it controls the vehicle to enter a preset operating state. In this way, when the risk level of loss of control is at the fourth level, the third warning message strengthens the driver's emergency avoidance awareness, the second and third adjustments enhance vehicle stability and reduce the risk of loss of control, and the system controls the vehicle to enter a preset operating state to prevent excessive operation from exacerbating the risk. This multi-dimensional coordinated control of the vehicle forcibly reduces the risk level while ensuring safety, thereby protecting the safety of the vehicle and its occupants.

[0375] In some embodiments, the suspension parameters include at least one of damping sub-parameters, stiffness sub-parameters, and active force sub-parameters. Step 02216 (performing a second adjustment process on the suspension parameters of the vehicle suspension) includes:

[0376] 022161: Adjust at least one of the damping sub-parameter, stiffness sub-parameter, and active force sub-parameter according to the runaway risk parameter.

[0377] In some implementations, the control module is also used to adjust at least one of the damping sub-parameter, stiffness sub-parameter, and active force sub-parameter according to the runaway risk parameter.

[0378] In some implementations, the processor is also configured to adjust at least one of the damping sub-parameter, stiffness sub-parameter, and active force sub-parameter based on the runaway risk parameter.

[0379] Specifically, the adjustment of the damping sub-parameter and the adjustment of the stiffness sub-parameter can be referred to the first adjustment process described above, and will not be repeated here.

[0380] The active power parameters are used to control the height of the vehicle suspension. By adjusting the active power, the comfort and handling stability of the vehicle can be improved.

[0381] It should be noted that when the risk level of loss of control is level four, the possibility of the vehicle losing control is higher. Therefore, it is necessary to add a calibration quantity in the second adjustment process to adapt to the severe working conditions of level four risk, enhance the vehicle's response capability, and reduce the risk of accidents.

[0382] In the second adjustment process, the adjustment of the damping sub-parameters can be expressed by the following formula:

[0383] C = C² + C² * u + ΔC

[0384] Where C refers to the adjusted damping sub-parameter; C2 refers to the initial reference damping sub-parameter; u refers to the adjustment amount determined by the parameter with runaway risk; and ΔC refers to the calibration amount.

[0385] In the second adjustment process, the stiffness sub-parameter can be expressed by the following formula:

[0386] K = K² + K² * u + ΔK

[0387] Where K refers to the adjusted stiffness sub-parameter, K2 refers to the initial reference stiffness sub-parameter, u refers to the adjustment amount determined by the parameter with runaway risk, and ΔK refers to the calibration amount.

[0388] In the second adjustment process, the adjustment of the active power sub-parameters can be expressed by the following formula:

[0389] F = F + F² * u + ΔF

[0390] Where F refers to the adjusted main dynamic sub-parameter, F2 refers to the initial baseline main dynamic sub-parameter, u refers to the adjustment amount determined by the parameter with runaway risk, and ΔF refers to the calibration amount.

[0391] Thus, based on the runaway risk parameters, at least one of the damping sub-parameter, stiffness sub-parameter, and active force sub-parameter is adjusted. In this way, by enhancing the suspension's support, improving vibration damping capabilities, reducing vehicle power, and adding calibration parameters, vehicle stability can be improved, and the vehicle can be adapted to the severe operating conditions of the fourth risk level, thereby enhancing its response capabilities and reducing the risk of runaway.

[0392] In some embodiments, step 02217 (controlling the vehicle suspension to perform a third adjustment of the vehicle height at the wheel position) includes:

[0393] 022171: Control the vehicle suspension to increase the vehicle height at the first wheel position and decrease the vehicle height at the second wheel position, wherein the position of the first wheel position in the direction of gravity is lower than the position of the second wheel position in the direction of gravity.

[0394] In some implementations, the control module is also used to control the vehicle suspension to raise the vehicle height at the first wheel position and lower the vehicle height at the second wheel position, wherein the position of the first wheel position in the direction of gravity is lower than the position of the second wheel position in the direction of gravity.

[0395] In some implementations, the processor is also used to control the vehicle suspension to raise the vehicle height at the first wheel position and lower the vehicle height at the second wheel position, wherein the position of the first wheel position in the direction of gravity is lower than the position of the second wheel position in the direction of gravity.

[0396] Specifically, the third adjustment process includes controlling the vehicle suspension to increase the vehicle height at the position of the first wheel and decrease the vehicle height at the position of the second wheel.

[0397] The first wheel position refers to the position of the lower wheel on both sides of the vehicle.

[0398] The second wheel position refers to the position of the higher wheel.

[0399] By raising the position of the lower-side wheels (the first wheel) and lowering the position of the higher-side wheels (the second wheel), the vehicle's attitude and center of gravity can be dynamically adjusted when the vehicle tends to tilt. This prevents excessive load on one side of the wheels, which could lead to decreased grip and thus improves vehicle stability.

[0400] The following is Figure 16 The third adjustment process will be explained using an example:

[0401] The upper part of the image shows the vehicle driving up a steep slope, while the middle and lower parts show a comparison of the changes caused by the vehicle triggering the third adjustment process on the steep slope.

[0402] As can be seen in the image, the vehicle in the lower part of the picture has a low center of gravity when driving on a steep slope, which may lead to dangerous situations such as rolling downhill or overturning. By adjusting the height of the vehicle in the middle of the picture to lower the height of the front wheels and adjusting the height of the vehicle in the height of the rear wheels, the center of gravity of the vehicle can be raised, thus preventing the vehicle from losing control.

[0403] In this way, by controlling the vehicle's suspension to raise the vehicle height at the position of the first wheel and lower the vehicle height at the position of the second wheel, the position of the first wheel in the direction of gravity is lower than the position of the second wheel in the direction of gravity. By adjusting the wheel height and optimizing the vehicle's center of gravity distribution, along with adjustments to damping and stiffness parameters, the vehicle's anti-roll capability and off-road stability can be further improved, reducing the risk of loss of control and thus ensuring the safety of the vehicle and its occupants.

[0404] In some implementations, step 022171 (controlling the vehicle suspension to raise the vehicle height at the first wheel position and lower the vehicle height at the second wheel position) includes:

[0405] 0221711: Based on the obtained height change, control the vehicle suspension to increase the vehicle height at the first wheel position and decrease the vehicle height at the second wheel position.

[0406] In some implementations, the control module is also used to control the vehicle suspension to increase the vehicle height at the position of the first wheel and decrease the vehicle height at the position of the second wheel, based on the acquired height change.

[0407] In some implementations, the processor is also used to control the vehicle suspension to increase the vehicle height at the position of the first wheel and decrease the vehicle height at the position of the second wheel, based on the acquired height change.

[0408] Specifically, the height change refers to the height that the wheels need to be adjusted, which can be obtained by calculating the current tilt angle, current slope, and vehicle size parameters.

[0409] Based on the obtained height change, the vehicle's suspension can be adjusted to raise the vehicle height at the first wheel position and lower the vehicle height at the second wheel position. By adjusting the wheel height and optimizing the vehicle's center of gravity distribution, along with adjustments to damping and stiffness parameters, the vehicle's anti-roll capability and off-road stability can be further improved.

[0410] In one example, when the vehicle is climbing a hill in a forward direction, the vehicle height at the wheel positions includes the height of the left front wheel. Right front wheel height Left rear wheel height Right rear wheel height

[0411] Based on the obtained height change, the left and right front wheels are at the second-side wheel positions, while the left and right rear wheels are at the first-side wheel positions. Therefore, by controlling the vehicle suspension to raise the vehicle height at the first-side wheel positions and lower the vehicle height at the second-side wheel positions, the adjusted left front wheel height can be obtained. Right front wheel height Left rear wheel height Right rear wheel height

[0412] In this way, based on the obtained height change, the vehicle suspension is controlled to raise the vehicle height at the position of the first wheel and lower the vehicle height at the position of the second wheel. By adjusting the wheel height according to the height change, the vehicle's anti-roll capability and off-road stability can be accurately improved, thereby reducing the risk of loss of control and ensuring the safety of the vehicle and its occupants.

[0413] In some implementations, the method further includes:

[0414] 0221712: Determine the height change based on the vehicle's current tilt angle, the current slope of the road surface, and predetermined vehicle size parameters.

[0415] In some implementations, the control module is also used to determine the amount of height change based on the vehicle's current tilt angle, the current slope of the road surface the vehicle is traveling on, and predetermined vehicle size parameters.

[0416] In some implementations, the processor is also configured to determine the amount of height change based on the vehicle's current tilt angle, the current slope of the road surface the vehicle is traveling on, and predetermined vehicle size parameters.

[0417] Specifically, the change in height can be obtained by calculating the vehicle's current tilt angle, the current slope of the road surface, and predetermined vehicle size parameters.

[0418] Understandably, the offset of the vehicle's center of gravity can be calculated based on the vehicle's current tilt angle and the current tilt angle. Based on the offset of the center of gravity, as well as the vehicle's suspension structure and geometry, the height change of each wheel can be determined.

[0419] Thus, the height change is determined based on the vehicle's current tilt angle, the current slope of the road surface, and predetermined vehicle size parameters. This allows for an accurate determination of the height change rate, providing precise data for the control strategy.

[0420] In some implementations, the method further includes:

[0421] 0221713: Determine the height change based on road surface information ahead of the vehicle.

[0422] In some implementations, the control module is also used to determine the amount of height change based on information about the road surface ahead of the vehicle.

[0423] In some implementations, the processor is also used to determine the amount of height change based on information about the road surface ahead of the vehicle.

[0424] Specifically, the rate of change of height can also be determined based on information about the road surface ahead.

[0425] Understandably, the information about the road ahead includes data such as changes in road height and potholes. By processing this information, the elevation of the area where the vehicle is about to travel can be calculated, thereby determining the amount of height change.

[0426] It should be clearly stated that the determination of the height change based on the road surface information in front of the vehicle in this embodiment is based on the premise that the vehicle has a pre-aiming function. If the vehicle does not have a pre-aiming function, this step can be skipped.

[0427] In this way, the height change is determined based on information about the road surface ahead of the vehicle. This height change, determined from the road surface information, allows for adjustments to wheel height, reducing the risk of loss of control and improving vehicle stability and safety.

[0428] In some implementations, step 0221713 (determining the height change based on road surface information ahead of the vehicle) includes:

[0429] 02217131: Determine the vehicle's desired driving area based on the vehicle's driving direction information and the road surface information ahead;

[0430] 02217132: Determine the change in altitude based on the target slope of the desired driving area.

[0431] In some implementations, the control module is further configured to determine the desired driving area of ​​the vehicle based on the vehicle's driving direction information and the road surface information ahead. The control module is also configured to determine the amount of height change based on the target slope of the desired driving area.

[0432] In some implementations, the processor is further configured to determine the desired driving area of ​​the vehicle based on the vehicle's driving direction information and the road surface information ahead. The processor is also configured to determine the amount of height change based on the target slope of the desired driving area.

[0433] Specifically, the process of obtaining the desired driving area can be found in the process of determining the vehicle's desired driving area in the above-mentioned determination of the risk level of loss of control, and will not be repeated here.

[0434] The amount of height variation can also be determined based on the target slope of the desired driving area.

[0435] In one example, the target slope is a quantitative indicator of the degree of road inclination in the desired driving area, while the determination of the height change is based on the impact of the slope on the vehicle's passability. Thus, by calculating the target slope of the desired driving area, the height change can be obtained, which can then be used to adjust the wheel height, reduce the risk of loss of control, and improve the stability and safety of vehicle driving.

[0436] Thus, based on the vehicle's driving direction information and the road surface information ahead, the desired driving area of ​​the vehicle is determined; based on the target slope of the desired driving area, the amount of height change is determined. In this way, based on the target slope of the vehicle's desired driving area, the impact of the target slope on the vehicle's passability can be calculated, and the amount of height change can be determined to reduce the risk of loss of control by adjusting the wheel height, thereby improving the stability and safety of the vehicle.

[0437] In some implementations, step 02217132 (determining the height change based on the target slope of the desired driving area) includes:

[0438] 022171321: Determine the change in height based on the target slope, as well as the vehicle's approach and departure angles.

[0439] In some implementations, the control module is also used to determine the amount of height change based on the target slope, as well as the vehicle's approach and departure angles.

[0440] In some implementations, the processor is also used to determine the amount of height change based on the target slope, as well as the vehicle's approach and departure angles.

[0441] Specifically, the approach angle refers to the angle between the line connecting the lowest point of the front bumper and the point of contact with the front wheels and the horizontal plane. It is the maximum tilt angle at which the front end can avoid a collision. The larger the approach angle, the more smoothly the vehicle can climb steeper slopes or overcome higher obstacles, avoiding front-end scraping against the road surface.

[0442] The departure angle is the angle between the line connecting the rear end of the vehicle and the point of contact with the rear wheels and the horizontal plane. It is the maximum tilt angle at which the rear end will not collide. The larger the departure angle, the less likely the rear end of the vehicle is to scrape against the road surface when leaving a slope or raised road surface, and the better its off-road capability.

[0443] Understandably, the change in altitude is related to the difference between the approach angle and the target slope, and the change in altitude is related to the difference between the departure angle and the target slope.

[0444] In one example, taking the left front wheel as an example, the change in height of the left front wheel can be expressed by the following formula:

[0445] h1 = H FL -f(α-θ)

[0446] Where h1 is the change in height of the left front wheel; θ is the target slope; α is the approach angle; H FL This is the initial height of the left front wheel.

[0447] The difference between the approach angle and the slope angle can be used to determine the height at which the front wheels need to be raised or lowered to avoid the front wheels bottoming out when climbing hills.

[0448] Taking the left rear wheel as an example, the change in height of the left rear wheel can be expressed by the following formula:

[0449] h2=H RL -f(β-θ)

[0450] Where h2 is the change in height of the left front wheel; θ is the target slope; β is the approach angle; H RL This is the initial height of the left front wheel.

[0451] The difference between the departure angle and the slope angle can be used to determine the amount of height adjustment for the rear wheels, thus preventing the rear wheels from scraping the road surface when going downhill.

[0452] Thus, the height change is determined based on the target slope and the vehicle's approach and departure angles. By matching the target slope with the vehicle parameters, namely the approach and departure angles, the suspension height can be adjusted in advance, allowing the vehicle to adapt to the road inclination before entering the desired area, thereby improving off-road passability and safety.

[0453] In some implementations, the method further includes:

[0454] 02219: When the risk level of loss of control is level four, determine the duration of level four risk;

[0455] Step 02217 (controlling the vehicle suspension to perform a third adjustment of the vehicle height at the wheel position), includes:

[0456] 022172: Based on the vehicle's driving operation information and the duration of the fourth risk level, control the vehicle suspension to perform a third adjustment to the vehicle height at the wheel position.

[0457] In some implementations, the control module is also used to time and determine the duration of the fourth risk level when the risk level of loss of control is fourth. The control module is also used to control the vehicle suspension to perform a third adjustment of the vehicle height at the wheel positions based on the vehicle's driving operation information and the duration of the fourth risk level.

[0458] In some implementations, the processor is also configured to time the event that the risk level of loss of control is fourth risk level, and determine the duration of the fourth risk level. The processor is also configured to control the vehicle suspension to perform a third adjustment of the vehicle height at the wheel positions based on the vehicle's driving operation information and the duration of the fourth risk level.

[0459] Specifically, when the risk level of loss of control is level four, the duration of level four risk is determined to decide whether to implement third-level adjustment measures.

[0460] Understandably, when the risk level of loss of control is level four, during the process of controlling the vehicle operation according to the risk level of loss of control and the predetermined vehicle control strategy, after the feedback of the third prompt information and the second adjustment process, the third adjustment process needs to be triggered according to the duration of the fourth risk level.

[0461] In one example, after the duration of the fourth risk level reaches a preset threshold, it can be considered that the feedback of the third prompt message and the second adjustment process have not achieved the expected results, and correction is required through the third adjustment process.

[0462] Therefore, based on the vehicle's driving operation information and the duration of the fourth risk level, the vehicle suspension is controlled to make a third adjustment to the vehicle height at the wheel position. Through a refined height adjustment strategy for the fourth risk level, the risk can be further reduced and the risk can be prevented from escalating to an out-of-control state.

[0463] Thus, when the risk level of loss of control is at the fourth risk level, the timing is determined to establish the duration of the fourth risk level. Based on the vehicle's driving operation information and the duration of the fourth risk level, the vehicle suspension is controlled to perform a third adjustment to the vehicle's height at the wheel positions. In this way, by limiting the duration of the fourth risk level, the vehicle's control strategy can be finely configured to determine whether to perform a third adjustment. This third adjustment can correct the wheel height, further reduce the risk, and prevent the risk from escalating to a loss of control state.

[0464] In some implementations, the driving operation information includes the current vehicle speed and the current steering wheel angle. Step 022172 (based on the vehicle's driving operation information and the duration of the fourth risk level, controlling the vehicle suspension to perform a third adjustment of the vehicle height at the wheel positions) includes:

[0465] 0221721: When the current vehicle speed is less than the preset vehicle speed threshold, the current steering wheel angle is within the preset angle range, and the duration of the fourth risk level is greater than or equal to the preset time threshold, the vehicle height at the wheel position is adjusted in the third way.

[0466] In some implementations, the control module is also used to perform a third adjustment of the vehicle height at the wheel position when the current vehicle speed is less than a preset vehicle speed threshold, the current steering wheel angle is within a preset angle range, and the duration of the fourth risk level is greater than or equal to a preset time threshold.

[0467] In some implementations, the processor is further configured to perform a third adjustment of the vehicle height at the wheel position when the current vehicle speed is less than a preset vehicle speed threshold, the current steering wheel angle is within a preset angle range, and the duration of the fourth risk level is greater than or equal to a preset time threshold.

[0468] Specifically, when the current vehicle speed is less than a preset vehicle speed threshold, for example, when the vehicle speed is greater than 0 and less than or equal to 30 km / h, it can be considered that the third adjustment process can safely intervene in vehicle control.

[0469] When the current steering wheel angle is within a preset angle range, for example, when the steering wheel is in a range greater than -180° and less than or equal to 180°, it can be considered that the third adjustment process can safely intervene in vehicle control.

[0470] If the duration of the fourth risk level is greater than or equal to the preset time threshold, it can be considered that the feedback of the third prompt message and the second adjustment process have not achieved the expected results, and correction is required through the third adjustment process.

[0471] If the current vehicle speed is less than a preset speed threshold, the current steering wheel angle is within a preset angle range, and the duration of the fourth risk level is greater than or equal to a preset time threshold, it can be considered that the driver has not actively intervened violently and the vehicle speed is appropriate. Therefore, the risk level of loss of control can be reduced through the third adjustment process.

[0472] It should be noted that the vehicle speed threshold, preset turning angle range, and preset time threshold need to be set according to the actual situation.

[0473] Thus, when the current vehicle speed is less than a preset speed threshold, the current steering wheel angle is within a preset angle range, and the duration of the fourth risk level is greater than or equal to a preset time threshold, a third adjustment is made to the vehicle height at the wheel position. In this way, the vehicle speed threshold, preset angle range, and preset time threshold can be used to collaboratively determine whether the vehicle is in a safe state. Furthermore, when all three conditions are met simultaneously—that is, when the vehicle is at the fourth risk level, the driver has not actively and drastically intervened, and the speed is appropriate—the third adjustment is made to reduce the risk of loss of control and prevent accidental operation.

[0474] In some implementations, step 02218 (controlling the vehicle to enter a preset working state) includes:

[0475] 022181: Activate the target vehicle function to put the vehicle into a preset operating state; and / or,

[0476] 022182: Reduce the target parameters to bring the vehicle into the preset working state.

[0477] In some implementations, the control module is also used to activate the target vehicle function to bring the vehicle into a preset operating state. The control module is also used to decrease the target parameters to bring the vehicle into the preset operating state.

[0478] In some implementations, the processor is also used to activate the target vehicle function to bring the vehicle into a preset operating state. The processor is also used to decrease the target parameters to bring the vehicle into the preset operating state.

[0479] Specifically, the target vehicle function refers to vehicle functions that can improve vehicle safety and stability, such as automatic parking function, seat belt warning function, and vehicle side wing function.

[0480] Target parameters refer to vehicle parameters that can improve vehicle safety and stability, such as maximum steering angle and maximum power torque.

[0481] By activating the target vehicle function, the vehicle's hardware capabilities can be quickly invoked, enabling the vehicle to switch from monitoring mode to response or special protection mode, providing functional support for the preset working state.

[0482] Furthermore, by reducing target parameters, the vehicle's posture or power output can be optimized to adapt the vehicle to high-risk operating conditions.

[0483] In this way, the target vehicle function is activated to put the vehicle into a preset operating state; and / or the target parameters are lowered to put the vehicle into a preset operating state. This combination of function activation and parameter adjustment allows for both rapid access to system capabilities and robust safety measures through parameter constraints, ultimately achieving an efficient transition of the vehicle to the preset operating state.

[0484] In some implementations, the target vehicle function includes at least one of automatic parking function, seat belt warning function, and vehicle side wing function.

[0485] Specifically, the automatic parking function can automatically brake when the vehicle is stationary through the electronic control system. Especially in scenarios such as slopes and slippery roads, it can prevent the vehicle from rolling backward or moving unexpectedly to a certain extent, making up for the deficiencies of suspension adjustment in vehicle displacement control and providing a basic guarantee for vehicle posture stability.

[0486] The seatbelt warning function can tighten the seatbelt in advance when the vehicle's posture changes drastically or when a collision risk is imminent, firmly restraining the occupants in their seats, reducing occupant displacement caused by vehicle swaying or impact, and lowering the risk of injury.

[0487] The vehicle side wing function can provide lateral support to the driver and passengers through the active support of the seat side wing, counteract the centrifugal force when the vehicle tilts, improve the body stability of the driver and passengers, and avoid affecting operation or increasing collision injury due to body tilt.

[0488] It should be noted that the target vehicle functions, including automatic parking, seat belt warning, and vehicle side wing functions, are only illustrative. The target vehicle functions may also include other key auxiliary functions that can be activated to quickly enter a preset safe state in response to specific risks.

[0489] Thus, the target vehicle functions include at least one of the following: automatic parking function, seat belt warning function, and vehicle side wing function. In this way, the automatic parking function, seat belt warning function, and vehicle side wing function can be combined with specific risk scenarios to form targeted protection, pushing the vehicle into a preset safe state and reducing the risk of loss of control.

[0490] In some implementations, the target parameters include the maximum steering angle and / or the maximum power torque.

[0491] Specifically, the maximum steering angle refers to the maximum steering angle allowed by the steering system. It is used to prevent the driver from oversteering, which could further deteriorate the vehicle's posture, such as increasing the risk of rollover, and to ensure that steering operations are within a preset safe range.

[0492] Maximum power torque refers to the maximum torque output by the power system (engine or motor). It is used to avoid excessive tire slippage due to excessive power on low-traction surfaces or in high-risk scenarios, and to reduce the attitude fluctuations of the vehicle caused by power impact.

[0493] It should be noted that the target parameters, including the maximum steering angle and maximum power torque, are only illustrative. The target parameters may also include other parameters that can ensure vehicle handling is within safe boundaries by limiting the key output parameters of the steering system and power system.

[0494] Thus, the target parameters include the maximum steering angle and / or the maximum power torque. This allows for the selection of appropriate parameter combinations based on the specific risk level. By limiting the output parameters, the vehicle can quickly converge to a preset safe operating state, providing assurance for risk mitigation.

[0495] Please see Figure 17 In some implementations, the method further includes:

[0496] 03: When the vehicle is out of control, the stiffness and damping parameters of the vehicle suspension are set to their maximum values, and a rescue signal is sent.

[0497] In some implementations, the control module is also used to control the stiffness and damping parameters of the vehicle suspension to their maximum values ​​and send a rescue signal when the vehicle is out of control.

[0498] In some implementations, the processor is also used to control the stiffness and damping parameters of the vehicle suspension to their maximum values ​​when the vehicle is out of control, and to send a rescue signal.

[0499] Specifically, when a vehicle is out of control, it can be considered to be in an extremely dangerous state of complete loss of control. For example, the vehicle has completely lost its ability to drive stably and is facing irreversible dangers such as rollover, backward tilting, or severe slippage.

[0500] By controlling the stiffness and damping parameters of the vehicle suspension to their maximum values, the deformation resistance of the vehicle body structure can be maximized. In the event of a collision or rollover due to loss of control, a more rigid suspension can reduce the torsion and compression of the vehicle frame, and maximum damping can quickly attenuate the violent swaying of the vehicle body, thereby reducing vehicle body deformation, preserving more survival space for the passenger compartment, reducing the risk of injury to occupants due to large vehicle body sway, and avoiding situations where excessive suspension deformation causes the wheels to leave the ground and further exacerbates loss of control.

[0501] Furthermore, by controlling the vehicle to send a rescue signal, the rescue response time can be shortened, and the probability of occupants being rescued can be increased in situations where the driver may be unable to call for help on their own due to impact, panic, or other reasons.

[0502] Thus, in the event of a vehicle being out of control, the stiffness and damping parameters of the vehicle's suspension are set to their maximum values, and a distress signal is sent. This approach maximizes passive protection through hardware parameters while simultaneously coordinating with external resources through active distress calls, thereby ensuring occupant safety to a certain extent.

[0503] In some implementations, the vehicle is out of control when the airbags deploy.

[0504] Specifically, airbags are usually deployed when a vehicle is involved in a severe collision or when the vehicle body is subjected to extreme impact forces. In the event of a severe collision or when the vehicle body is subjected to extreme impact forces, the vehicle may have completely lost its normal driving posture and control capabilities, and thus the vehicle can be determined to be in an out-of-control condition.

[0505] Thus, when the vehicle's airbags deploy, the vehicle is in a state of loss of control. This airbag deployment serves as evidence that the vehicle is in a state of loss of control, ensuring a rapid response and enhancing safety in such situations.

[0506] In some implementations, the vehicle is in an out-of-control state when the change in the vehicle's three-axis acceleration exceeds a preset change threshold within a preset time period.

[0507] Specifically, the preset change threshold refers to the maximum change in the vehicle's three-axis acceleration that is set in advance.

[0508] The preset time refers to a relatively short period of time, such as 0.5 seconds or 2 seconds.

[0509] Understandably, during normal driving, the changes in the three-axis acceleration, which characterizes the motion state of the vehicle body, are within a gradual range. However, in cases of vehicle loss of control, such as rollover, fishtailing, collision, or airborne events, the motion state of the vehicle body will exceed physical limits, causing a sudden change in the three-axis acceleration that far exceeds the normal range within a preset time. In other words, if the change in the vehicle's three-axis acceleration within a preset time exceeds a preset threshold, it can be determined that the vehicle is in a state of loss of control.

[0510] Thus, if the change in the vehicle's three-axis acceleration exceeds a preset threshold within a preset time period, the vehicle is considered to be in an out-of-control condition. In this way, the change in three-axis acceleration within a preset time period can serve as the basis for determining whether the vehicle is in an out-of-control condition, ensuring a rapid response and enhancing safety.

[0511] Please see Figure 18 In some implementations, the method further includes:

[0512] 04: After controlling the vehicle operation based on the runaway risk parameters, obtain the quality assessment results of the vehicle operation control, wherein the quality assessment results are used to indicate the decline in the runaway risk of the vehicle;

[0513] 05: Control the display of vehicle components to show quality assessment results, and / or save the quality assessment results.

[0514] In some embodiments, the control module is further configured to acquire a quality assessment result of the controlled vehicle operation after controlling the vehicle operation according to the runaway risk parameters, wherein the quality assessment result is used to indicate the decrease in the runaway risk of the vehicle. The control module is also configured to control the vehicle display components to display the quality assessment result, and / or save the quality assessment result.

[0515] In some embodiments, the processor is further configured to acquire a quality assessment result of the controlled vehicle operation after controlling the vehicle operation according to runaway risk parameters, wherein the quality assessment result is used to indicate a decrease in the runaway risk of the vehicle. The processor is also configured to control vehicle display components to display the quality assessment result and / or save the quality assessment result.

[0516] Specifically, after controlling the vehicle's operation based on the runaway risk parameters, that is, after the vehicle has left the high-risk state through adaptive adjustments, such as suspension parameter adjustments, attitude corrections, and pre-adjustments, or after it has traveled to a road with better conditions and returned to normal attitude, the effectiveness of the vehicle control strategy triggered by the corresponding runaway risk level can be evaluated, and the quality assessment results can be obtained and displayed.

[0517] The quality assessment results are used to indicate the degree of decrease in the risk of loss of control of the vehicle. They can be displayed on vehicle display components such as the central control screen. By intuitively displaying the data of this adjustment, users can clearly understand the working effect of the system.

[0518] In one example, by comparing indicators such as risk values, vehicle posture stability, and tire grip improvement before and after adjustment—for instance, whether the tilt angle is controlled within a safe threshold and whether the degree of slippage is reduced—the effectiveness of the vehicle control strategy can be determined. Furthermore, by displaying control strategy adjustment data such as maximum risk value, adjustment duration, and suspension parameter change curves on the central control screen, users can clearly understand the system's working effect.

[0519] In addition, quality assessment results can be saved. For example, the raw data and results of each assessment can be uploaded to the cloud to enrich the database. Then, it can be combined with algorithms such as machine learning to optimize the calculation model of runaway risk parameters, control parameter calibration and pre-adjustment logic under different vehicle models and different working conditions, so as to realize data-driven strategy iteration.

[0520] The following is Figure 19 For example, the quality assessment process will be explained:

[0521] First, by using cameras to identify the road surface, information such as driving direction and road surface ahead can be obtained, which is only used to estimate the corresponding slope, i.e. the target slope of the desired driving area.

[0522] Then, entering the extreme climbing function is at the fourth risk level. By adjusting the height of the front and rear axles of the vehicle body (i.e., the height of the first and second wheel positions), damping (i.e., the damping sub-parameter), and stiffness (i.e., the stiffness sub-parameter) through the active suspension, the risk level of vehicle loss of control can be reduced.

[0523] Then, the vehicle begins to climb the hill. It can be assumed that the vehicle risk has decreased and normal driving can be carried out. By conducting a real-time safety assessment of the vehicle's status and providing the driver with reminders when appropriate, the vehicle can control the display of the component quality assessment results and / or save the quality assessment results.

[0524] Then, after the climb is over, the vehicle's attitude returns to normal, and the damping and stiffness parameters return to normal. The Pad, which is the vehicle display component, calculates the effect of this function and displays the card, i.e., controls the display quality evaluation results of the vehicle display component.

[0525] Finally, the data is uploaded to the cloud for data analysis and training to further improve the effectiveness of the function.

[0526] Thus, after controlling the vehicle's operation based on runaway risk parameters, a quality assessment result of the vehicle's control operation is obtained. This quality assessment result indicates the degree of decrease in the vehicle's runaway risk; the control vehicle display components show the quality assessment result, and / or save the result. In this way, by quantitatively analyzing, summarizing, and optimizing the effectiveness of vehicle control strategies triggered by corresponding runaway risk levels, the safety and reliability of the vehicle under extreme conditions can be improved. Furthermore, a visual settlement screen allows users to clearly understand the system's performance.

[0527] The following is Figure 20 Taking an example, the vehicle control method of the embodiments of this application will be explained:

[0528] First, the perception system, composed of cameras, IMU, height sensors, torque sensors, wheel speed sensors, tire pressure sensors, etc., detects the vehicle's status and driving conditions, and can obtain sub-information on the vehicle's motion state, body posture, and wheel status.

[0529] Then, the intelligent computing center conducts a risk assessment on the vehicle's attitude and the operating conditions of the vehicle, and calculates the corresponding risk value, that is, it calculates and obtains the runaway risk parameters based on the motion state sub-information, vehicle attitude sub-information and wheel state sub-information.

[0530] Then, based on the risk value, the runaway risk parameters, and the preset parameter thresholds, the risk level, i.e. the runaway risk level, can be determined.

[0531] Next, based on the vehicle's current risk level, i.e., the risk level of loss of control, a control strategy is determined.

[0532] In low-risk situations, only voice and instrument prompts are given, or only instrument prompts are given, i.e., the first vehicle component is controlled to provide the first prompt information.

[0533] In the case of medium risk, voice and instrument prompts are given, that is, the second vehicle components are controlled to provide feedback on the second prompt information, and the suspension parameters are adjusted, that is, the suspension parameters of the vehicle suspension are adjusted first.

[0534] In cases of high risk, corresponding control strategies are triggered, including providing voice and instrument prompts, i.e., controlling third vehicle components to provide third prompt information, adjusting suspension parameters, i.e. performing a second adjustment on the suspension parameters of the vehicle suspension, and temporarily restricting or activating some functions, i.e. controlling the vehicle to enter a preset working state.

[0535] Then, at high-risk levels, the risk value can be used to determine whether the vehicle's self-rescue function should be triggered, and to assess whether the risk is serious enough to require the vehicle to take the initiative to rescue itself.

[0536] Then, during the self-rescue process, the leveling valve and motor are opened to automatically adjust the vehicle's attitude, damping, stiffness and active force, and output prompts, i.e., the third adjustment process.

[0537] Next, the risk value is reassessed to determine whether the risk has been eliminated, and a prompt sound is output. If the risk has not been eliminated, the intervention is repeated.

[0538] Then, the vehicle returned to a road with better conditions, readjusted itself to a normal position, and was deemed to have completely eliminated the risk, and the vehicle resumed normal driving.

[0539] Secondly, in the case of the fourth risk level, which is the risk of loss of control and the forced adjustment of suspension parameters, the suspension parameters can be adjusted, which is the third adjustment treatment.

[0540] Finally, the effectiveness of this risk response was evaluated, and the strengths and weaknesses of the strategies were summarized. The data was uploaded to the cloud for algorithm training and strategy optimization, which will improve the ability to respond to risks under complex working conditions in the long term.

[0541] This application also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, it implements the steps of the vehicle control method described above.

[0542] It is understood that a computer program includes computer program code. Computer program code can be in the form of source code, object code, executable files, or some intermediate form. Computer-readable storage media can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, external hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), and software distribution media, etc.

[0543] In this specification, the terms "specifically," "furthermore," "particularly," "understandably," etc., refer to specific features, structures, materials, or characteristics described in connection with embodiments or examples that are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0544] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of executable request code comprising one or more steps for implementing a particular logical function or process, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order according to the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0545] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for controlling a vehicle, characterized in that, include: Based on the vehicle's status information, a runaway risk parameter for the vehicle is determined, wherein the status information includes at least one of motion state sub-information, vehicle body posture sub-information, and wheel state sub-information, and the runaway risk parameter is used to indicate the runaway risk of the vehicle. The vehicle is controlled according to the runaway risk parameters to reduce the risk of the vehicle running out of control.

2. The method according to claim 1, characterized in that, The step of determining the vehicle's runaway risk parameters based on the vehicle's status information includes: Based on the status information, determine the vehicle's current tilt angle, the current slope of the road surface the vehicle is traveling on, and the current degree of tire slippage of the vehicle; The loss of control risk parameters are determined based on the current tilt angle, the current slope, and the current tire slippage.

3. The method according to claim 2, characterized in that, The process of determining the runaway risk parameters based on the current tilt angle, the current slope, and the current tire slippage includes: The runaway risk parameters are determined based on the current tilt angle and its corresponding tilt angle weight, the current slope and its corresponding slope weight, and the current tire slippage degree and its corresponding tire slippage degree weight.

4. The method according to claim 2, characterized in that, The state information includes the motion state sub-information, the vehicle body posture sub-information, and the wheel state sub-information. Determining the vehicle's current tilt angle, the current slope of the road surface, and the vehicle's current tire slippage based on the state information includes: Based on the motion state sub-information and the vehicle posture sub-information, the current slope and the current tilt angle are determined; The current degree of tire slippage is determined based on the wheel state sub-information.

5. The method according to claim 4, characterized in that, The motion state sub-information includes vehicle acceleration, and the vehicle posture sub-information includes vehicle height at wheel positions. Determining the current slope and the current tilt angle based on the motion state sub-information and the vehicle posture sub-information includes: The current tilt angle is determined based on the current acceleration of the first vehicle and the preset acceleration of the second vehicle. The current slope is determined based on the current tilt angle, the current first vehicle height, the preset second vehicle height, and the pre-determined vehicle size parameters.

6. The method according to claim 4, characterized in that, The wheel state sub-information includes the tire pressure, wheel speed, and driving torque of each wheel. Determining the current tire slippage degree based on the wheel state sub-information includes: Determine the current wheel speed difference based on the wheel speed of each wheel at the current moment; The current driving torque fluctuation rate of each wheel is determined based on the first driving torque of each wheel at the current moment and the second driving torque at the previous moment. Determine the current tire pressure change of each wheel based on the first tire pressure at the current moment and the second tire pressure at the previous moment; The current tire slippage level is determined based on the current wheel speed difference, the current driving torque fluctuation rate, and the current tire pressure change.

7. The method according to any one of claims 1-6, characterized in that, The step of controlling the vehicle's operation based on the runaway risk parameters to reduce the risk of the vehicle running away from control includes: Determine the level of risk of loss of control based on the aforementioned risk parameters; The vehicle is controlled according to the aforementioned risk level of loss of control in order to reduce the risk of loss of control of the vehicle.

8. The method according to claim 7, characterized in that, The method further includes: Based on the runaway risk parameters and the runaway risk level, control the vehicle to display prompt information on the display components.

9. The method according to claim 7, characterized in that, The step of determining the runaway risk level based on the runaway risk parameters includes: The runaway risk level is determined based on the runaway risk parameters and preset parameter thresholds corresponding to the vehicle model.

10. The method according to claim 7, characterized in that, The risk levels of loss of control include the first risk level, the second risk level, the third risk level, and the fourth risk level.

11. The method according to claim 7, characterized in that, The method further includes: Based on the vehicle's driving direction information and the road surface information ahead, the desired driving area of ​​the vehicle is determined; The risk level of loss of control is determined based on the target slope of the desired driving area.

12. The method according to claim 11, characterized in that, The method further includes: The target slope is determined based on the elevation information of the desired driving area.

13. The method according to claim 11, characterized in that, Determining the loss-of-control risk level based on the target slope of the desired driving area includes: If the target slope is greater than or equal to a preset slope threshold, the risk level of loss of control is determined to be the fourth risk level.

14. The method according to claim 7, characterized in that, The step of controlling the vehicle's operation according to the runaway risk level to reduce the risk of the vehicle running away from control includes: The vehicle is controlled according to the aforementioned runaway risk level and a pre-determined vehicle control strategy to reduce the risk of the vehicle running away from control.

15. The method according to claim 14, characterized in that, The runaway risk levels include a first risk level, a second risk level, a third risk level, and a fourth risk level. Controlling the vehicle's operation according to the runaway risk levels and a pre-determined vehicle control strategy to reduce the risk of runaway from control includes: When the runaway risk level is any one of the second, third, and fourth risk levels, the vehicle operation is controlled according to the runaway risk level and a predetermined vehicle control strategy to reduce the runaway risk of the vehicle.

16. The method according to claim 14, characterized in that, The runaway risk levels include a first risk level, a second risk level, a third risk level, and a fourth risk level. Controlling the vehicle's operation according to the runaway risk levels and a pre-determined vehicle control strategy to reduce the risk of runaway from control includes: When the risk level of loss of control is the second risk level, the control system will send a first warning message to the first vehicle component.

17. The method according to claim 14, characterized in that, The runaway risk levels include a first risk level, a second risk level, a third risk level, and a fourth risk level. Controlling the vehicle's operation according to the runaway risk levels and a pre-determined vehicle control strategy to reduce the risk of runaway from control includes: When the risk level of loss of control is the third risk level, the control system will send out a second prompt message to the second vehicle components. The suspension parameters of the vehicle suspension are adjusted first.

18. The method according to claim 17, characterized in that, The suspension parameters include damping sub-parameters and / or stiffness sub-parameters. The first adjustment process for the suspension parameters of the vehicle suspension includes: Adjust the damping sub-parameter and / or stiffness sub-parameter based on the runaway risk parameter.

19. The method according to claim 14, characterized in that, The runaway risk levels include a first risk level, a second risk level, a third risk level, and a fourth risk level. Controlling the vehicle's operation according to the runaway risk levels and a pre-determined vehicle control strategy to reduce the risk of runaway from control includes: When the risk level of loss of control is the fourth risk level, the control of the third vehicle component will provide a third prompt message. The suspension parameters of the vehicle suspension are adjusted a second time. The vehicle suspension is controlled to perform a third adjustment to the vehicle height at the wheel position; Control the vehicle to enter a preset working state.

20. The method according to claim 19, characterized in that, The suspension parameters include at least one of damping sub-parameters, stiffness sub-parameters, and active force sub-parameters. The second adjustment process for the suspension parameters of the vehicle suspension includes: The method involves adjusting at least one of the damping sub-parameter, the stiffness sub-parameter, and the active force sub-parameter based on the runaway risk parameter.

21. The method according to claim 19, characterized in that, The third adjustment process for controlling the vehicle suspension to adjust the vehicle height at the wheel position includes: The vehicle suspension is controlled to increase the vehicle height at the first wheel position and decrease the vehicle height at the second wheel position, wherein the position of the first wheel position in the direction of gravity is lower than the position of the second wheel position in the direction of gravity.

22. The method according to claim 21, characterized in that, The method of controlling the vehicle suspension to raise the vehicle height at the position of the first wheel and lower the vehicle height at the position of the second wheel includes: Based on the obtained height change, the vehicle suspension is controlled to increase the vehicle height at the first wheel position and decrease the vehicle height at the second wheel position.

23. The method according to claim 22, characterized in that, The method further includes: The height change is determined based on the vehicle's current tilt angle, the current slope of the road surface the vehicle is traveling on, and predetermined vehicle size parameters.

24. The method according to claim 22, characterized in that, The method further includes: The height change is determined based on the road surface information ahead of the vehicle.

25. The method according to claim 24, characterized in that, Determining the height change based on the road surface information ahead of the vehicle includes: Based on the vehicle's driving direction information and the road surface information ahead, the desired driving area of ​​the vehicle is determined; The height change is determined based on the target slope of the desired driving area.

26. The method according to claim 25, characterized in that, Determining the height change based on the target slope of the desired driving area includes: The change in height is determined based on the target slope, as well as the approach and departure angles of the vehicle.

27. The method according to claim 19, characterized in that, The method further includes: When the risk level of loss of control is the fourth risk level, the duration of the fourth risk level is determined by timing. The third adjustment process for controlling the vehicle suspension to adjust the vehicle height at the wheel position includes: Based on the vehicle's driving operation information and the duration of the fourth risk level, the vehicle suspension is controlled to perform the third adjustment process on the vehicle height at the wheel positions.

28. The method according to claim 27, characterized in that, The driving operation information includes the current vehicle speed and the current steering wheel angle. The third adjustment process, which controls the vehicle suspension to adjust the vehicle height at the wheel positions based on the vehicle's driving operation information and the duration of the fourth risk level, includes: When the current vehicle speed is less than a preset vehicle speed threshold, the current steering wheel angle is within a preset angle range, and the duration of the fourth risk level is greater than or equal to a preset time threshold, a third adjustment is performed on the vehicle height at the wheel position.

29. The method according to claim 19, characterized in that, The control of the vehicle to enter a preset working state includes: Activate the target vehicle function to put the vehicle into the preset operating state; and / or, The target parameters are lowered to bring the vehicle into the preset operating state.

30. The method according to claim 29, characterized in that, The target vehicle functions include at least one of the following: automatic parking function, seat belt warning function, and vehicle side wing function.

31. The method according to claim 29, characterized in that, The target parameters include the maximum steering angle and / or the maximum power torque.

32. The method according to claim 1, characterized in that, The method further includes: When the vehicle is out of control, the stiffness and damping parameters of the vehicle suspension are set to their maximum values, and a rescue signal is sent.

33. The method according to claim 32, characterized in that, The vehicle is in the out-of-control state when the vehicle's airbags deploy.

34. The method according to claim 32, characterized in that, If the change in the vehicle's three-axis acceleration exceeds a preset change threshold within a preset time period, the vehicle is in the out-of-control condition.

35. The method according to claim 1, characterized in that, The method further includes: After controlling the vehicle to operate according to the runaway risk parameters, a quality assessment result of the vehicle operation is obtained, wherein the quality assessment result is used to indicate the decrease in the runaway risk of the vehicle; The vehicle displays the quality assessment results on its components and / or saves the quality assessment results.

36. An electronic device, characterized in that, The method includes a memory and a processor, wherein the memory stores a computer program, which, when executed by the processor, implements the method according to any one of claims 1-35.

37. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 36.

38. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by one or more processors, implements the method of any one of claims 1-35.

39. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the method described in any one of claims 1-35.

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